HomeMy WebLinkAbout6/14/2013 - Planning And Zoning Board - Agenda - P&Z Worksession Final AgendaPLANNING AND ZONING BOARD
WORKSESSION AGENDA
Friday, June 14, 2013, noon to 5 pm
281 N. College Conference Room A
Web users: Documents for the Consent and Discussion Items shown
below can be found under June 20, 2013 hearing agenda.
Consent 15 minutes
• Ridgeview Classical School SPAR (Shepard)
Discussion 1 hour
• Pateros Creek PDP (Ex)
• 2013 LUC Amendments (Shepard)
• APU Recommendations to City Council (Shepard)
Worksession Topics 2 hours
• Transfort Bus Routes (Jerediah Burianek)
• Midtown Urban Design Plans (Bolin)
• TOD Continued (Wilder/Lorson)
• Mixed-Use (Lorson)
BOARD TOPICS: 1.5 hours
• Hearing Debrief
• Updates:
• Potential LUC Changes:
o MAX Flats – need to look @ backside of property
(Landscaping or greenery, parking lots, etc.)
o Other
• July 9 Jt. Worksession w/ City Council agenda topics
• LUC – survey of preference for book/access electronically
• Brainstorm New Ideas
City Council
Economic Health Office
300 LaPorte Avenue
PO Box 580
Fort Collins, CO 80522
970.221.6505
970.224.6107 - fax
fcgov.com
June 3, 2013
TO: Members of the Planning and Zoning Board
FM: Megan Bolin, Redevelopment Specialist
RE: June 14 Work Session - Draft Midtown Plan
Work Session Purpose
To obtain feedback from the Planning and Zoning Board (P&Z) on the draft Midtown Plan.
The draft Plan is quite large and, rather than printing hard copies for each Board member, the
Plan is available for review online at www.fcgov.com/midtown. A summary of the Plan is
provided in this memo, and further explanation will be provided with a presentation at the work
session.
Background
Work began in summer 2012 on the Midtown Plan (formally called the Midtown Urban Design
Plan). The project is being managed collaboratively between the Economic Health and City
Planning departments, along with a consultant team led by Winter & Company from Boulder,
CO.
Phase 1 (July – October 2012): included extensive information gathering to gain an
understanding of how Midtown exists today. This included tours of the corridor and meetings
with City staff, residents, property owners, and business owners.
Phase 2 (November – January 2013): explored preliminary design concepts for the corridor, and
included an intensive, hands-on workshop that was attended by more than 70 community
members. These concepts were presented and explored more thoroughly with City Council at a
work session on January 8.
Phase 3 (February –June 2013): incorporated feedback into a draft document. Staff is
coordinating extensive outreach throughout the month of June to obtain feedback from the
various stakeholders. A public open house is scheduled for the evening of June 27; more details
will be available on the project’s website.
Plan Adoption: P&Z will be asked to make a recommendation as to whether to adopt the Plan at
the August 15 hearing, followed by City Council consideration on September 3.
Draft Midtown Plan – Key Concepts
Following is a summary of the key concepts/recommendations included in the draft Plan. Staff
is seeking feedback from the Board, which will be incorporated with other public input into a
final draft. The draft Plan is also available on the project’s website, www.fcgov.com/midtown,
and will be available there for public review until July 3.
The first attachment is the draft Framework Map, which illustrates high-level planning concepts.
Vision: Midtown will be a vital neighborhood with a mix of uses and activities that serve a
broad spectrum of the community. It will have a distinct identity that distinguishes it from other
parts of the city and should be a destination in its own right. Streets will be inviting to
pedestrians, and public art and civic facilities will be located throughout the area. Midtown is
envisioned as an urban area with higher densities. It will be an economic generator that is
conveniently accessible from abutting residential areas, while continuing to serve the community
as a whole.
Mobility and Access: Chapter 3 establishes the future for transportation-related elements
including street cross-sections, transit, bicycles and pedestrians, and parking. Attached are two
maps to illustrate certain concepts: a Connectivity Map and a Multi-Modal Map. Important
recommendations include:
Work within existing curb-to-curb dimensions when improving streets. Outside of curbs
is an envisioned enhanced public realm, including wide, detached sidewalks, which
sometimes suggests additional right-of-way (ROW). See attached Street Cross Sections
for full detail.
Improve frontage roads to be more bike-friendly. When frontage roads end, continue
bike circulation through wide, detached sidewalks along College Avenue, similar to the
mall’s current plans
Construct a pedestrian promenade adjacent to MAX between the Spring Creek Overpass
and Horsetooth MAX station. The ideal cross section allows for a 15’ multi-use path
(bikes & pedestrians only) with 15’ landscaping and 10’ buffer between path & buildings.
Where ideal cross section doesn’t fit, it may be more feasible to narrow the cross section,
but should not be less that 10’ for the path.
Provide continuous, designated bike facilities. Where gaps in current system and
sufficient ROW are available, provide on-street bike lanes/buffered bike lanes/cycle
tracks. Where ROW is not sufficient, use shared lane markings or bike route markers to
direct cyclists.
Improve intersections: safety improvements such as signage, pavement markings,
medians, signal detection, green paint, and “bike boxes” or two-stage turn boxes.
Connect to transit: bus stop designs along major east/west streets should be enhanced to
match quality of MAX stations, and fit within recommended streetscape palette for
Midtown.
Keep parking subordinate: encourage developments to locate parking behind structures.
Use structured parking as an incentive for increased density.
2
Maintain maximum parking requirements for commercial development: developers
should be required to demonstrate their site can accommodate anticipating parking
without causing significant spillover into adjacent properties.
Establish maximum parking requirements for residential developments:
Number of Bedrooms Maximum Parking Spaces per Bedroom
1 or less 1.25
2 1.5
3 1.75
4 or more 2.0
Streetscapes, Signage and Wayfinding: Chapter 4 provides visual image recommendations for
the urban design pallet and signage system for Midtown. Attached is a map showing the
locations for various sign types for the corridor.
Median landscaping is recommended to follow the recently-updated Streetscape
Standards provided in the Larimer County Urban Area Street Standards.
Establish a sense of identity for the three character areas:
− Upper Midtown = Garden theme
− Central Midtown = Art/Entertainment theme
− Lower Midtown = Technology theme
The purpose of defining these three areas is to help conceptualize the area in manageable
pieces; dividing the corridor into three segments helps to provide a sense of each sub-area
being broader than just College Avenue. The themes should be expressed in streetscape
elements in the public realm.
Parks and Open Space: Chapter 5 includes recommendations for public spaces, including:
Provide a rich collection of outdoor places for informal and formal gathering.
Each character area should have one major open space; the space could be an urban plaza
or urban park, verses a traditional green park:
− Located ¼ mile from MAX station.
− .5 – 2 acres, but probably not larger than 4 acres.
Minor open spaces, e.g., small courtyards, plazas, dining areas, should be distributed
throughout the corridor:
− Network, accessible to general public and connected to larger pedestrian/bike
network.
− Built and managed by private owners.
Development Prototypes and Design Guidelines: Chapters 6 and 7 provide site diagram
examples of potential redevelopment scenarios, and Chapter X follows with design guidelines to
aid in the implementation of the built environment vision. Key development concepts include:
Support increased density, particularly near MAX stations.
Locate buildings along street edges and parking on the interior of sites.
3
Give pedestrian circulation highest priority when designing site layout.
A variety of parcel sizes and development prototypes can and should play a role in the
revitalization of Midtown. New development should consist of both large-parcel, mixed-
use projects and smaller, nuance site designs that will add to the overall character and
charm of the corridor.
Prototypes shown are “ideal scenarios” for high density development. Market conditions
at the time of development will determine the eventual outcome; however, solid urban
form and principles should be followed.
New development can be phased to allow funds to be secured and projects to be built
realistically over time.
Implementation Strategy: Chapter 8 recommends several funding sources that could be available
to assist with infrastructure and development/redevelopment projects. Emphasis is placed on
public-private partnerships to optimize revitalization efforts. Also included is an Implementation
Action Plan that identifies key projects that are key to implementing the vision; items are divided
into short, medium, and long-term actions.
Implementing the Plan will take proactive efforts, which must also be responsive and
react to new opportunities and changing conditions as they arise.
Both the public and private sectors must share in the responsibility of implementation,
e.g., funding.
Implementation tools:
− Continued use of tax increment financing (TIF) by the Fort Collins Urban
Renewal Authority (URA)
− Create a Business Improvement District (BID)
− Consider adding Midtown projects to the Capital Improvement Project list (if not
listed already)
− Explore grant opportunities
− Private investment
Attachments
1. Framework Map
2. Connectivity Map
3. Multi-Modal Map
4. Signage & Wayfinding Map
5. Street Cross Sections
4
FRAMEWORK MAP
Midtown Fort Collins Implementation Plan
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CSU
Veterinary
School
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
U
U
U
U
U
U
U
U
Legend
Midtown Plan Area
(darker aerial area)
Character Area Boundary
Gateway
(Future) Civic Amenity
(approximate locations)
• May be a park, plaza, or other gathering
place
• One per Character Area
(Future) Privately developed
Plazas and Open Spaces
CONNECTIVITY MAP
Midtown Fort Collins Implementation Plan
MAX Guideway
MAX Station
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CSU
Veterinary
School
RUTGERS ST
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
Legend
2-Lane Arterial
6-Lane Arterial (College Ave.)
4-Lane Arterial
MAX Station
MAX Guideway
2-Lane Parkway
2-Lane Collector (no bike lanes)
2-Lane Collector (w/ bike lanes)
Pedestrian Promenade
Existing Streets (no change)
MAX Guideway
MAX Station
MONROE
SWALLOW RD
HORSETOOTH RD
TMAN PKWY
MULTI-MODAL MAP
Midtown Fort Collins Implementation Plan
TH
U
O
U
U
MONROE
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CENTER AVE
COLLEGE AVE
SWALLOW RD
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CSU
Veterinary
School
U
U
U
U
U
Legend
Midtown Plan Area
(darker aerial area)
Proposed Cycle Track
Proposed Intersection Improvement
Proposed Shared Facility
(Sharrows along Frontage Rd.)
or Cycle Track
Existing Underpass
Future Grade Separated Crossing
Existing Multi-Use Path (MUP)
Existing Bike Lane
Existing Bike Route
Proposed Short-Term Bike Lane
Proposed Long-Term Bike Lane
Character Area Boundary
Points of Interest
MAX Station
TH Trailhead
U
U
SIGNAGE & WAYFINDING LOCATION MAP
Midtown Fort Collins Implementation Plan
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CSU
Veterinary
School
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSE
TOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
Legend
Gateway Monumentation
Sub-Area Identification
Directional
MAX Directional
Pedestrian Informational
Mobile-Enabled Informational
Key Streetscape Node
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STREET SECTIONS
Midtown Fort Collins Implementation Plan
6-Lane Arterials
CROSS-SECTION A
COLLEGE AVE. (NORTH OF RUTGERS & SOUTH OF HORSETOOTH)
CROSS-SECTION B
COLLEGE AVE. (RUTGERS TO THUNDERBIRD)
CROSS-SECTION C
COLLEGE AVE. (THUNDERBIRD TO SWALLOW)
CROSS-SECTION D
COLLEGE AVE. (SWALLOW TO HORSETOOTH)
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE
CURBS
PROJECT AREA
STREETS
EXIST.
ROW
EXIST.
CTC
A 140’ 90’ * 6 travel lanes
* Center Turn Ln.
* Landscaped
Buffer
* Cycle Track
* Sidewalk
College Ave.
(North of Rutgers)
(South of Horsetooth)
100’ - 120’
100’ - 120’
83’ - 90’
86’ - 90’
B 150’
or
160’
120’ * 6 travel lanes
* Center Turn Ln.
* SB Rt. Turn Ln.
* Landscaped Buffer
(east)
* 2 Frontage Road
Lanes (east)
* Landscaped
Buffer
* Cycle Track
* Sidewalk
College Ave.
(Rutgers to Thunder-
bird)
130’ 130’
(incl.
STREET SECTIONS
Midtown Fort Collins Implementation Plan
CROSS-SECTION E
4-LANE ARTERIAL (WIDE MEDIAN)
4-Lane Arterials
2-Lane Arterials
CROSS-SECTION F
4-LANE ARTERIAL (REGULAR MEDIAN)
CROSS-SECTION G
2-LANE ARTERIAL
CROSS-SECTION H
2-LANE ARTERIAL WITH MEDIAN (AT INTERSECTIONS AS NEEDED)
CROSS-SECTION I
STREET-LIKE DRIVE
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA
STREETS
EXIST. ROW EXIST.
CTC
E 117’ 67’ * 4 Travel Lanes
* 19’ Center Turn
Lane/Raised Land-
scaped Median
* 8’ Landscaped Buffer
* 8’ Cycle Track
* 9’ Sidewalk
Prospect
Horsetooth
(east of Col-
lege)
60’ & 90’
100’
50’
67’
F 117’ 78’ * 4 Travel Lanes
* 14’ Center Turn
Lane/Raised Land-
scaped Median
* 8’ Buffered Bike
Lanes
* 10’ Landscaped Buffer
* 10’ Sidewalk
Drake
Horsetooth
80’ & 100’
100’
78’
78’
STREET
SECTION
PROP.
STREET SECTIONS
Midtown Fort Collins Implementation Plan
2-Lane Parkways
8’ 14’
Parking
7’
Cycle
Track
11’
Travel
Lanes
11’
Travel
Lanes
8’
Parking
7’
Cycle
Track
14’ 3’ 3’
Troutman 100’ ROW
14’
Median/
Turn Lane
Depress boulevard strip and provide curb cuts
for stormwater ow into boulevard to minimize
impact on stormwater system.
Vertical curb to be placed at edge of parking to
create physical seperation for Cycle Track. Curb
openings every 30 Feet for stormwater. Three
foot buer provided for seperation from door
zone and pedestrian movements.
CROSS-SECTION J
2-LANE PARKWAY
CROSS-SECTION J (ALTERNATIVE)
2-LANE PARKWAY WITH CYCLE TRACK
2-Lane Collectors (no bike lanes)
CROSS-SECTION K
2-LANE COLLECTOR WITH MEDIAN (NO BIKE LANE)
CROSS-SECTION L
2-LANE COLLECTOR (NO BIKE LANE)
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA
STREETS
EXIST.
ROW
EXIST. CTC
J 100’ 70’ * 2 Travel Lanes
* 14’ - 16’ Turn
Lane/Landscaped
Median
STREET SECTIONS
Midtown Fort Collins Implementation Plan
2-Lane Collectors (w/ bike lanes)
CROSS-SECTION M
2-LANE COLLECTOR - RESIDENTIAL (PARKING ONE SIDE ONLY)
CROSS-SECTION N
2-LANE COLLECTOR - COMMERCIAL (PARKING ONE SIDE ONLY)
Promenade
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA
STREETS
EXIST.
ROW
EXIST.
CTC
O 50’ N/A N/A * 20’ “Double Tree
Row” and Land-
scaped Buffer
* 20’ Multi-Use
Pathway
* 10’ Setback to
Buildings
Stuart (E. of College) 60’ 44’
CROSS-SECTION O
PROMENADE
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA
STREETS
EXIST.
ROW
EXIST.
CTC
M 65’ 45’ * 2 Travel Lanes
* 7’ Bike Lanes
* On-Street Pkg.
(one side only)
* 5’ Tree Row
* 5’ Sidewalk
Stuart (E. of College) 60’ 44’
N 70’ 45’ * 2 Travel Lanes
* 7’ Bike Lanes
* On-Street Pkg.
Fort Collins
MIDTOWN PlaN
Achieving the vision for A revitAlized, trAnsit-oriented, Mixed-use neighborhood
FRAMEWORK MAP
Midtown Fort Collins Implementation Plan
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CSU
Veterinary
School
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
U
U
U
U
U
U
U
U
Legend
Midtown Plan Area
(darker aerial area)
Character Area Boundary
Gateway
(Future) Civic Amenity
(approximate locations)
• May be a park, plaza, or other gathering
place
citY council
Karen Weitkunat, Mayor
Gerry Horak, Mayor Pro Tem,
District 6
Bob Overbeck, District 1
Lisa Poppaw, District 2
Gino Campana, District 3
Wade Troxell, District 4
Russ Cunniff, District 5
citY boArds & coMMissions
Art in Public Places Board
Bicycle Advisory Committee
Economic Advisory Commission
Natural Resources Advisory
Board
Planning and Zoning Board
Transportation Board
project MAnAgeMent teAM
Bruce Hendee, Sustainability
Services
Megan Bolin, Economic Health
Aaron Iverson, FC Moves
Seth Lorson, Community De-
velopment and Neighborhood
Services
Emma McArdle, Transfort
Timothy Wilder, Community De-
velopment and Neighborhood
Services
Project lead:
Winter & Company
1265 Yellow Pine Ave.
Boulder, CO 80304
www.winterandcompany.net
Sub-consultants:
Alta Planning & Design
Britina Design Group
Centro, Inc.
Felsburg, Holt & Ullevig
Shears Adkins Rockmore
Midtown stAkeholders
South Fort Collins Business As-
sociation
Fort Collins Auto Dealers Asso-
ciation
Midtown businesses, employers,
employees and residents
citY stAff
Lindsay Ex, Community Develop-
ment and Neighborhood Services
Craig Foreman, Park Planning
Randy Hensley, Parking Services
Sheri Langenberger, Engineering
Clark Mapes, Community De-
velopment and Neighborhood
Services
Ellen Martin, Cultural Services
Molly North, FC Moves
Rick Richter, Engineering
Ginny Sawyer, Neighborhood
cONTeNTS
introduction to the plan intro-1
previous plans intro-2
project Area boundary intro-3
project objectives intro-3
public outreach intro-4
using the plan intro-5
1-general framework concepts 1-1
the vision for Midtown 1-2
objectives for Achieving the vision 1-4
2-creating a climate for investment 2-1
promote Midtown’s vision 2-2
engage the private sector 2-4
incentivize new investment and enact policies to guide new development 2-5
3-Mobility and Access 3-1
improved circulation 3-2
A Multi-Modal environment 3-14
parking strategies 3-20
4-streetscapes, signage & wayfinding 4-1
A sense of identity 4-2
A sophisticated urban design palette 4-3
locating streetscape elements 4-12
5-parks & open space 5-1
Major public open space 5-2
Minor public open space 5-5
concepts for a civic plaza 5-7
6-development prototypes 6-1
case study 1 - small parcel development 6-2
case study 2 - Medium parcel development 6-4
case study 3 - Medium parcel development 6-6
case study 4 - large parcel development 6-8
case study 5 - big box reuse 6-10
case study 6 - A “tech works” center 6-12
case study 7 - Multiple blocks coordinated 6-14
case study 8 - redevelopment of an Auto dealership 6-16
phasing study 6-18
7-design guidelines 7-1
design principles 7-2
design guidelines 7-4
8-implementation strategy 8-1
A coordinated effort 8-2
key implementation tools 8-3
priorities for implementation 8-13
Introduction to the Plan Intro-1
public review draft
Midtown is a key portion of the College Avenue com-
mercial corridor, spanning slightly over three miles from
Prospect Road on the north to Fairway Lane on the
south. A significant portion of College Avenue, the Ma-
son Corridor and new MAX Bus Rapid Transit (BRT) line
has been a priority area for the City, as it has recently
been the focus of community attention and investment
and is collectively defined as the “community spine” in
City Plan (2011).
IntroductIon to the
Plan
Policy lIV 5.2 of City Plan
provides the foundation
for continued focus in Mid-
town stating:
The ‘community spine’
shall be considered the
highest priority area for
public investment in
streetscape and urban
design improvements and
other infrastructure up-
grades to support infill
and redevelopment and
to promote the corridor’s
transition to a series of
transit-supportive, mixed-
use activity centers over
time”
Existing Mason Street Corridor (City Plan, pg. 52).
Existing College Avenue Corridor (View from Frontage Road)
Intro-2 Fort collins Midtown Plan
public review draft
PREVIOUS PLANS
In addition to City Plan, other City projects that influence
Midtown are:
• Transit Oriented Development Overlay Zoning
Regulations which include:
- Density bonuses for incorporating affordable hous-
ing and/or structured parking
- Site and building design standards
• Midtown Redevelopment Study (2010), a market
study that determined Midtown has:
- Over 600,000 square feet of vacant retail space
- Capacity for 1,500-3,000 new housing units
- Capacity for 200,000 square feet of new office space
• Existing Conditions Survey and Urban Renewal
Plan (2011)
- Determined blight conditions exist throughout the
corridor
- Established the ability for the Urban Renewal Au-
thority to use tax increment financing (TIF) to lever-
age private investment.
While these initiatives have helped establish the founda-
tion for Midtown’s future, they lack a cohesive design
vision to guide public and private investment within the
corridor. Subsequently, City Council initiated the devel-
opment of this Midtown Plan.
The TOD Overlay Zone is cen-
tered along the MAX line and en-
compasses most of the Midtown
Implementation Plan study area.
Midtown Redevelopment Study
was a market study for the area.
MCC Existing Conditions Survey
was conducted by the URA.
Introduction to the Plan Intro-3
public review draft
PROjECT AREA BOUNDARY
The Project Area Boundary, shown to the right, extends
along College Avenue from Prospect Road on the north
to Fairway Lane on the south. The project area encom-
passes the MAX Bus Rapid Transit corridor’s southern
terminus station, South Transit Center, as well as 7 other
stations to the north: Harmony, Troutman, Horsetooth,
Swallow, Drake, Spring Creek and Prospect. The bound-
ary extends east of College to include Foothills Mall and
everything between jFK Parkway and College Avenue.
PROjECT OBjECTIVES
The objectives of the Midtown Plan are:
• Complement current and forthcoming investment by
articulating a vision for the area.
• assure multi-modal connectivity and improved cir-
culation throughout Midtown and promote optimum
use of MaX Bus Rapid Transit (BRT) system.
• craft a parking strategy that supports increased
densities.
• Improve wayfinding and sense of identity.
• Identify opportunities to further enhance
streetscapes.
• Provide a rich collection of outdoor places that
enhance the experience of Midtown.
• articulate design objectives through varied devel-
opment prototype case studies.
• Guide the design of future redevelopment to rein-
force the vision for the area.
• Provide recommendations for financing and imple-
menting project visions.
PROJECT BOUNDA
Midtown Fort Collins Imp
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
Intro-4 Fort collins Midtown Plan
public review draft
PUBLIC OUTREACH
Information and guidance for this Plan was collected
through various means of public outreach. A community
workshop was held on November 14, 2012 that included
approximately 70 attendees of property owners, busi-
ness owners, residents adjacent to the corridor and other
interested citizens. The workshop was an intensive,
hands-on experience where citizens were able to work as
Community members offered in-
put on many design concepts for
the corridor including the idea to
identify three designated “char-
acter areas” with themes that
would convey a distinct identity
and help guide development
Community workshop, Novem-
ber 2012
A “game piece” activity took place where residents cut out various
conceptual land use typologies and placed them on the maps to envi-
sion what redevelopment scenarios could look like.
city planners and design their own visions for Midtown.
The team also conducted a work session with city
council on january 8, 2013 to obtain their feedback
regarding the Plan’s progress, specifically regarding key
emerging concepts that will shape the Plan. Key topics
included character areas, circulation, design, parks, pla-
zas and open space, gateways, wayfinding and signage.
Other meetings with community organizations, such as
the South Fort collins Business association (SFCBA),
and city Boards and commissions were also held on
a regular basis. Focus groups also met to differentiate
and understand the viewpoints of property and business
owners, developers, and neighbors. Additional input was
obtained using an online questionnaire.
Community members presented
their group’s ideas for Midtown.
Introduction to the Plan Intro-5
public review draft
USINg THE PLAN
This Plan will serve as a policy guide for the City and pri-
vate investors as they adopt new regulations and incen-
tive programs and make investments in the area. It also
may be used by property owners who seek to coordinate
their improvement projects with those of their neighbors.
The following chapters describe in detail the objectives
of the Plan. Chapters are as follows:
• Chapter 1 - general Framework Concepts
• Chapter 2 - Creating a Climate for Investment
• Chapter 3 - Mobility and Access
• Chapter 4 - Streetscapes, Signage and Wayfinding
• Chapter 5 - Parks and Open Space
• Chapter 6 - Developement Prototypes
• Chapter 7 - Design guidelines
Workshop participants introduced an idea to encourage develop-
ment of “pocket communities.”
Intro-6 Fort collins Midtown Plan
public review draft
SUMMARY POINTS
plan introduction
• Midtown’s boundaries encompass a significant por-
tion of the “community spine”, as identified in City
Plan, which is given the highest priority for public
investment.
• A cohesive design vision is needed to guide public
and private investment.
• MAX bus rapid transit line opening in 2014 will
catalyze and transform the corridor.
• Project objectives, such as: improved circulation
and multi-modal connectivity, establishing an identity
for Midtown, promoting the use of MAX, and creating
a rich collection of public outdoor spaces should be
followed.
• An innovative parking strategy will need to be
pursued in order to support the desired densities in
Midtown.
1. General Framework Concepts 1-1
public review draft
Today, Midtown is an active place, with a wide range of
commercial activities and a limited amount of residen-
tial and institutional uses. While it is a vital part of the
city, it lacks a distinct identity, and is dominated by
automobiles.
This chapter describes the overall framework for
achieving the vision for Midtown Fort Collins. It builds
on initial concepts that were set forth in the Midtown
Redevelopment Study, providing refinements to some of
those ideas and adding others expressed in community
meetings and workshops.
The primary objectives of this chapter are:
• State the vision for Midtown
• Describe objectives for achieving the vision
Bicycle and pedestrian connec-
tions are missing in many places,
which challenges non-motorized
access to Midtown.
Most buildings are set back from
College Avenue with parking in
front, which caters to the auto-
mobile instead of the pedestrian.
While Midtown is a vital part of the city, it lacks a distinct identity.
1 - General Framework
ConCeptS
1-2 Fort Collins midtown plan
public review draft
Safe, attractive pedestrian con-
nections are vital to the success
of Midtown as a neighborhood in
its own right.
The VIsIon For MIdToWn
The vision for Midtown is that it will be a vital corridor,
with a mix of uses and activities that serve a broad
spectrum of the community. It will have a distinct iden-
tity that distinguishes it from other parts of the city, and
will serve as a destination in its own right.
streets will be inviting to pedestrians and bicyclists,
with attractive street edges, and active urban plazas
and spaces. signature features, including public art and
civic facilities, will be located strategically throughout
the area and serve as identifiers for smaller sub-areas
within Midtown and invite year-round use.
Midtown will become an urban neighborhood of choice
for many residents and an important economic genera-
tor for the city. It also should serve abutting residential
neighborhoods and be conveniently accessible from
them with the improvements of existing and addition of
new streets throughout Midtown.
The maX line will become a central spine in Midtown,
just as College Avenue is. new development will be of
high quality, sustainable urban form that supports a
pedestrian-first environment and fronts onto MAX in-
stead of turning its back onto it. Key intersections will
connect pedestrian, bike and auto traffic, from College
Avenue to MAX with identifiable streetscapes, signage
and wayfinding.
College avenue will continue to be a major north-south
regional connection, but new development will be more
urban in nature and buildings will address College with
parking in back, rather than the reverse that exists today.
The Framework Map on page 1-3 graphically explains
the improvements to be made for achieving this bold vi-
sion. This map should serve as a reference for the rest
of the chapter.
Inviting streetscapes with ac-
tive ground floor uses will help
enliven the area.
Outdoor cafe seating is a must
for the temperate Colorado cli-
mate.
1. General Framework Concepts 1-3
public review draft
FRAMEWORK MA
Midtown Fort Collins Implem
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CSU
Veterinary
School
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
U
U
U
U
U
U
U
U
U
U
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
JOHN F KENNEDY PKWY
MANHATTAN AVE
LANDINGS DR
DRAKE RD
1-4 Fort Collins midtown plan
public review draft
a Sustainable neighborhood
overall, Midtown should develop as a sustainable neigh-
borhood culturally, economically and environmentally.
This means providing a framework for livability that
supports living, working and recreation in a way that
contributes to a strong economy and that makes the
best use of natural resources.
The environment should be celebrated and site and
building design should evoke a sense of environmental
awareness. new buildings should be energy efficient and
take advantage of solar access. They should use sustain-
able, local materials where possible to reinforce a sense
of locality. Urban form should minimize automobile trips
and encourage more walking and biking and less driving,
and site design should utilize environmentally friendly
measures such as low impact development techniques.
The private and public realm
should use sensitive landscaping
and materials and evoke a sense
of “sustainable living”.
objeCTIVes For AChIeVIng The
VIsIon
This vision for Midtown is further expanded in the fol-
lowing objectives:
• A Sustainable Neighborhood
• A Vibrant Mix of Uses
• Distinctive Character Areas
• Excellence in Design
• Active Parks and Open Space
• Interconnected Multi-Modal Circulation
• Inviting Streetscapes
A discussion of each objective follows.
Currently, most trips are made
by car in Midtown because the
infrastructure and lack of urban
form promote it.
1. General Framework Concepts 1-5
public review draft
a Vibrant mix of Uses
Midtown should include a rich mix of uses, and at higher
densities than exist today. While commercial businesses
should continue to be important parts of the formula,
more housing should be introduced, as well as civic and
institutional uses. housing, in the form of apartments and
townhouses, should be developed to take advantage of
the MAX transit system and help create more ridership
for the MAX service, and to make more efficient use of
land that is close to the city center. some of this housing
would be developed as upper levels of mixed use build-
ings that face onto College Avenue, while others would
orient to cross streets, Mason street, and to the MAX line.
housing should address a diversity of markets, includ-
ing students, young professionals, families and seniors.
Currently, the low land uses densities are below nation-
ally accepted thresholds for adequate support of high fre-
quency transit. Within walking distance of MAX stations,
there is an overall density of about 3 dwelling units per
acre and there are approximately 8 employees per acre.
studies conducted by organizations such as the Institute
of Transportation engineers (ITe) and Transit Cooperative
research Program (TCrP) estimate that 15 dwelling units
per acre, or 25 employees per acre, or a combination of
dwelling units and employees is the minimum density
needed to support high frequency transit such as MAX.
Within the range of commercial uses, retail and services
are key components. Professional offices, research and
development, and incubator spaces should also be in
the mix. Automobile dealerships also make up an impor-
tant part of the Midtown economy. When considered all
together, the mix of uses in Midtown should serve the
region as well as nearby neighborhoods.
In essence, while more urban, mixed-use development
is to be promoted as a key part of reinvestment in Mid-
town, there should continue to be room for many other
enterprises, albeit in forms that are more consistent with
the image and form for the design character of the area.
Groceries serve local neighbor-
hoods and the city at large.
Auto dealers contribute to the
economy in Midtown.
Current Uses
While Midtown already
includes a relatively
wide range of uses,
auto-oriented com-
mercial businesses
predominate today.
Most of these exist as
individual, free-stand-
ing big boxes, or sets
of small strip centers.
some clusters of pro-
fessional offices also
occur and the Foothills
Mall stands out as a
distinct concentration
1-6 Fort Collins midtown plan
public review draft
Distinctive Character areas
While Midtown is considered to be one large neighbor-
hood, it has differences, in terms of use and character.
The scale of the site and buildings of Foothills Mall cause
it to stand out, for example, while the mid to south seg-
ment is well known for its automobile dealerships. At
present, however, these sub-areas are not well defined
and are not widely understood by the public.
In order to help users conceptualize the area in manage-
able pieces, Midtown should be perceived as a series
of sub-areas, each with a distinct identity. Three Char-
acter Areas are identified, each with its own suggested
“theme.”
dividing the corridor into three segments helps to provide
a sense of each sub-area being broader than just College
Avenue, by extending each theme east and west to the
limit of the Midtown boundaries. These themes should be
expressed in streetscape elements in the public realm,
as well as private sector areas.
each theme should reflect some of the inherent features
of these sub-areas, but it is important to understand that
they are not literal, in terms of the uses they imply. They
serve as a basis for imagery that can occur in wayfind-
ing systems, and in promoting development and events
in the sub-areas as well as in advertising.
These should be defined, in part, by the concentrations of
certain uses that may distinguish one area from another,
as well as the general development patterns that are
envisioned. Proximity to abutting neighborhoods, and
especially the relationship to nearby MAX stations should
also influence the perception of these sub-areas. Fi-
nally, certain landscape and architectural design themes
should define each individual sub-area. Midtown should
develop with these three Character Areas:
• Upper midtown - Gardens theme
• Central midtown - arts and entertainment theme
• lower midtown - technology theme
CHARACTER AREAS MAP
Midtown Fort Collins Implementation Plan
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
PROSPECT
SPRING
CREEK
DRAKE
1. General Framework Concepts 1-7
public review draft
Upper midtown - gardens as a theme
This area covers the northernmost portion of Midtown.
It contains a variety of lot sizes, some of which are
relatively small, which provide a finer-grain of building
sizes and accommodate smaller, specialized businesses.
Pedestrian connections to abutting neighborhoods are
important here and should be highlighted. This includes
access to the demonstration gardens to the northeast,
and on spring Creek, as well as CsU. Creekside park
should be the anchoring public feature and should be
enhanced to serve this purpose. Proximity to Spring
park and the regional trail connections also should be
highlighted.
new plazas and gardens should be designed to feel more
“natural,” especially ones that connect to or abut city
parklands. developments that incorporate community
gardens also should be encouraged.
Spring Park offers a wonderful
natural amenity and should be
celebrated and used to connect
to the regional trail system.
Upper Midtown = Prospect Rd. to just north of Swallow Rd.
Landscapes in Upper Midtown
should be more “natural” rather
than manicured.
SWALLOW RD
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
SPRING
PARK
CREEKSIDE
PARK
FLOWER
TRIAL
GARDEN
U.S. FORESTRY
SERVICE
FOOTHILLS MALL
FORT COLLINS
YOUTH ACTIVITY
CO. DIVISION
OF WILDLIFE
Legend
Midtown Plan Area
(darker aerial area)
Character Area Boundary
MAX Guideway
MAX Station
College Avenue Corridor
1-8 Fort Collins midtown plan
public review draft
central midtown - arts as a theme
Central Midtown lies in the middle of the corridor, be-
tween swallow road and bockman drive. An enhanced
Foothills mall will be an anchoring component, framed
with other improved blocks on both the east and west
sides of College Avenue. Arts and entertainment should
be a theme, in terms of use and design. public art, in
outdoor plazas and courtyards, as well as at key intersec-
tions would highlight this theme. A major urban plaza
should be located in this area to serve as a focal point
for events and activities, as well as for informal year-
round enjoyment.
Public art already appears in
Midtown, and it should continue
to be promoted throughout the
area, and especially in Central
Midtown.
Central Midtown = north of Swallow Rd. to Bockman Drive.
Interactive games, like life-size
chess pieces can serve as art-
work and usable “furniture”.
Iconic sculptures in plazas can
bring identity to Central Midtown
and celebrate “the arts”.
MONROE
SWALLOW RD
HORSETOOTH RD
MANHATTAN AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
COLLEGE AVE
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
U.S. FORESTRY
SERVICE
FOOTHILLS MALL
MIDTOWN
BOOMER ARTS CENTER
MUSIC CO.
FORT COLLINS
YOUTH ACTIVITY
BEST BUY
INSTITUTE OF
BUSINESS &
MEDICAL
CAREERS
MONROE
SWALLOW RD
HORSETOOTH RD
MANHATTAN AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
COLLEGE AVE
1. General Framework Concepts 1-9
public review draft
lower midtown - technologY as a theme
The lower, or southern portion of Midtown, between
bockman drive and Fairway Lane is already an energetic
place with a variety of big box retail, professional office
clusters and smaller commercial buildings which serve
regional customers. some of these buildings are well
suited for research and development, or as incubator
spaces for emerging new businesses, as there are several
technology businesses and research and development
firms nearby. For this reason, an emphasis on technol-
ogy could give an identity to this portion of the corridor.
Designs that convey innovation in building systems and
materials should be encouraged. A new public amenity
should be considered for this area to provide a focal
point. one opportunity to consider is the land adjacent
to the MAX station at the south College Transit Center.
Lower Midtown = Bockman Drive to Fairway Lane
Buildings may have a more
“tectonic” feel to them in Lower
Midtown.
Buildings with “flex” space al-
low the use to change over time,
while continuously activating the
area with daytime workers.
CHARACTER AREAS MAP
Midtown Fort Collins Implementation Plan
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
COLLEGE AVE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
FOOTHILLS MALL
MIDTOWN
BOOMER ARTS CENTER
MUSIC CO.
FORT COLLINS
YOUTH ACTIVITY
COLLEGE
AMERICA
CAR
DEALERSHIPS
BEST BUY
INSTITUTE OF
BUSINESS &
MEDICAL
CAREERS
1-10 Fort Collins midtown plan
public review draft
excellence in Design
Midtown should be known for excellence in design. This
in turn will convey a sense of a high quality of life, and
in the goods, services and activities that occur there. Im-
provements in Midtown, including buildings, landscapes,
and site design should be of high quality. A wide variety
of designs that express creativity should be welcomed,
but they should do so using a consistent palette of ma-
terials that help to establish a sense of visual continuity
for the area.
buildings should use materials that are durable and well
detailed. Masonry, in the form of stone, brick and stucco,
should be encouraged and should be detailed to provide
a human scale and convey a sense of permanence.
buildings should be “urban” in nature, with active street
edges and a generous amount of transparency at the
ground level to invite passersby.
Landscapes should include a palette that is rich, distinc-
tive and coordinated. high quality plants and materi-
als should be used and creativity in landscape is also
encouraged to contribute to a sense of identity. In the
public realm, some landscape materials should be used
consistently throughout Midtown, while others should
vary, to distinguish each character area. Private realm
landscapes should focus on enhancing the pedestrian
experience. Plazas and courtyards should offer shady
places for people to gather and a place to rest and
experience the natural environment, while also serving
abutting uses.
site design should also be well thought out. each site
should consider its surroundings and respond appro-
priately to the context around it. buildings should face
onto major streets and entrances should be accented and
easily accessible. Parking should be masked by build-
ings or landscape and should be internal to the blocks.
Connections should be provided through large blocks to
allow for easier pedestrian access and circulation.
Current design
At present, the quality
of design in Midtown
is mixed. some build-
ings and landscapes
convey a sense of
permanence, and with
a high quality of de-
sign that speaks of
today. other designs
are dated, or are ge-
neric in character, with
no distinct association
with Midtown. While
some recent improve-
ments signal an inter-
est in “raising the bar,”
the overall character is
nondescript.
New buildings should convey a
sense of permanence with its
1. General Framework Concepts 1-11
public review draft
active parks and open Space
As shown on the Framework Plan (see page 1-3), a key
concept is to establish three main civic spaces (orange
asterisks) - one in each character area. Although loca-
tions are diagrammatic and could change, it is envisioned
that Creekside park would become the main civic fo-
cus in Upper Midtown; a new large civic plaza would
be built somewhere near, but south of swallow station
to connect to and draw from Foothills Mall in Central
Midtown; and finally, a large civic space is envisioned
adjacent to south Transit Center in Lower Midtown. A
series of publicly accessible, smaller outdoor spaces are
also distributed throughout Midtown (blue dots). Many of
these should be provided as part of privately-developed
projects, perhaps with special incentives. These would
serve individual properties as outdoor use areas, such
as for dining and outdoor displays, as well as sitting ar-
eas and passive parks. These plazas and open spaces
would be linked together by sidewalks, internal paths
and walkways.
Plazas and courtyards allow for
areas of “discovery” and respite.
Outdoor seating in a warm, sunny
place will draw people in year-
round.
1-12 Fort Collins midtown plan
public review draft
Interconnected multi-modal
Circulation
The new emphasis for circulation is multi-modal, where
all conventional and “alternative” modes are accommo-
dated in a safe and attractive environment. Pedestrians
and bicyclists should feel comfortable moving around
Midtown and the infrastructure should support them.
Another major aspect to improved circulation is pro-
moting use of maX by allowing better circulation and
visibility to stations.
Access and circulation should be supported into Mid-
town from adjacent neighborhoods, as well as through
it. Internal circulation options should be improved to
relieve traffic volumes on College Avenue and to invite
use by pedestrians and bicyclists. In some places, these
may be public streets (such as a portion of Mason street
that already exists). In other places, they may be private
street-like drives, which would be accomplished with
cross-property easements or other right-of-way agree-
ments among property owners. And in other locations,
they may simply be enhanced lanes that serve individual
parking lots or mid-block pedestrian passages. In all
cases, continuity of circulation should be the focus.
This network will evolve incrementally, as properties re-
develop, or as property owners make improvements to
parking and internal circulation systems. The concept
is illustrated diagrammatically on the Framework Map
(page 1-3).
Pedestrian infrastructure in Mid-
town exists, but is not clearly
delineated from auto traffic, thus
making if feel uncomfortable.
Existing intersections are very
long and hard for the elderly and
people with disabilities to cross
in the given amount of time.
existing
Conditions
At present, automo-
biles dominate cir-
culation in Midtown,
and land development
patterns are strongly
influenced by auto ac-
cess and parking. Pe-
destrian and bicycle
circulation systems are
fragmented. however,
the new MAX system
will alter this dynamic,
creating opportuni-
ties for neighborhoods
that are pedestrian-
oriented and inviting to
bicyclists.
1. General Framework Concepts 1-13
public review draft
The frontage road, if designed
with proper connections, can
help facilitate north-south move-
ment along the corridor.
In some locations, providing a
multimodal street is not feasible
or desirable, in which case a
multi-use path could work in-
stead.
north-soUth internal circUlation
To the extent feasible, internal streets or street-like
drives should be developed that run parallel to College
Avenue, but provide access between properties at a
slower, calmer pace than on College and that is inviting
to business and residential uses.
on the east side of College, this may be a combination
of some short internal streets which connect to a series
of internal street-like drives within abutting parking lots.
east-west internal circUlation
A similar concept should be pursued for internal east-
west connections. In some cases, this can be achieved
by improving existing streets or private drives to ac-
commodate autos, pedestrians and bicyclists. In other
places, new drives would be constructed, as properties
redevelop.
In still other locations, where auto access may not be
feasible or desired, these east-west routes may simply
be enhanced walkways, and may include cycle tracks
as well. Many of these would connect to access points
for MAX stations and would also connect the series of
privately developed plazas and courtyards that would
emerge along the corridor as properties redevelop. In
a few places, these east-west connections would cross
College Avenue, often at (improved) signalized intersec-
tions or potentially at an underpass.
Internal circulators need not be
auto-oriented. Where possible,
allow for pedestrian and bike
connections.
1-14 Fort Collins midtown plan
public review draft
a grand promenade
Finally, a key circulation concept is to develop a “grand
promenade” along the western edge of the Midtown area,
abutting the MAX line. This would be constructed to ac-
commodate bikes and pedestrians, with the anticipation
that in the future many properties would orient to the tran-
sit line. From spring Creek station south to horsetooth
station, the promenade is envisioned as an elaborate
space, with high quality materials and a double row of
trees as a buffer between McClelland street/MAX line
and the pedestrian/bike realm. south of horsetooth sta-
tion, the promenade could be less robust, and perhaps
could exist as an extra-wide sidewalk, but the majority
of pedestrian and bicycle traffic would be encouraged to
transition over to Mason street at this point. The prom-
enade would be an enhanced landscape feature, with op-
portunity for customized designs that may be generated
as part of public art programs. The promenade would
be implemented incrementally as redevelopment occurs.
some courtyards and gardens would open onto the
promenade, often in association with multi-family apart-
ments and townhouses. In this way, the promenade would
stimulate new development and adaptive reuse projects
that will occur in response to the MAX line.
Deciduous trees that show dif-
ferent seasons (flower in spring
or have vibrant fall colors)
should be used to give a sense
of identity and uniqueness to the
promenade.
Allowing for multiple modes of
travel will activate the prom-
enade and MAX line.
Special paving in areas of the
promenade would make it stand
out as a unique place.
The long-term vision for the promenade includes an extra-wide multi-
use path with new land uses fronting onto it and the MAX line. The
new uses would provide “eyes on the promenade” to keep it safe for
transit users.
1. General Framework Concepts 1-15
public review draft
Existing “gateway” is not cur-
rently understood as such.
Inviting Streetscapes
At present, the quality of the streetscape is marginal
and inconsistent. Intersection designs and wayfinding
information do not exist. A single enhanced “gateway”
to Midtown exists at the intersection of College Avenue
and harmony road as well as enhanced landscaping.
however, while the intersection is highlighted, nothing
suggests that this is an entry point into Midtown. A de
facto gateway exists at the northern boundary of Mid-
town, at the intersection of College Avenue and Prospect,
but no design elements identify it as such. elsewhere
within Midtown, several key intersections exist where
travelers would benefit from information that would iden-
tify Midtown in general or, at a minimum, the individual
Character Areas within it.
Conventionally, gateways and key intersections are con-
sidered to be single points that travelers pass through.
however, in the case of Midtown, and with the advent
of the MAX system, this concept should be adapted to
include major east-west street intersections at College
Avenue and at the associated MAX stations. This concept
is illustrated with a “dumbbell” symbol on the Framework
Map (page 1-3). These intersection designs should key
off of the design themes for the individual MAX stations
and express the themes established for the respective
Character Areas. They also should include essential
wayfinding information, tailored to the context and the
different modes of travel.
new streetscape and wayfinding designs should relate
to those recently established at the harmony road/
College Avenue intersection but they also should be
distinctly “midtown.” That is, they may use some of
the same materials, but reinterpret them to identify the
Midtown area. This should include a “kit of parts,” such
as benches, waste receptacles and planters that may be
combined to create a grouping to define a small park or
an expanded sidewalk at a street crossing. other, more
substantial streetscape elements should be used to give
identity to the corridor as a whole. Streetscapes should be inviting
and made to last.
New planters on Harmony Road.
1-16 Fort Collins midtown plan
public review draft
sUMMArY PoInTs
framework concepts
• Midtown will be a vital neighborhood with a mix of
uses and activities that serve a broad spectrum of the
community. It will have a distinct identity that distin-
guishes it from other parts of the city and should be a
destination in its own right.
• key objectives are listed to further expand on how
to achieve the vision for Midtown. They are:
• a Sustainable neighborhood
• Vibrant mix of Uses
• Distinctive Character areas
• excellence in Design
• active parks and open Space
• Interconnected multi-modal Circulation
• Inviting Streetscapes
• Streets will be inviting to pedestrians and bicy-
clists.
• public art and civic facilities will be located through-
out the area and serve as identifiers for the sub-areas.
• Midtown will be an urban neighborhood.
• Midtown will be an economic generator for the city.
• Midtown’s amenities and services will serve abut-
ting residential neighborhoods and be conveniently
2. Creating a Climate for Investment 2-1
public review draft
The framework concepts set forth in Chapter 1 set a bold
vision for Midtown, which will be achieved by collabo-
ration of the public and private sectors of the com-
munity. This includes refining some of the tools that the
city already has that support economic development, and
establishing some new ones that will expand the options
for implementing the Plan.
The Midtown Plan provides a critical opportunity to cre-
ate a fresh vision for the corridor that encourages in-
vestment, redevelopment and ultimately revitalization of
this important area. To achieve this, several things must
occur in tandem with any investments in the physical
infrastructure and design of the corridor.
The primary objectives of this chapter are:
• Promote Midown’s Vision and competitive advan-
tage in order to compete with the rest of Fort Collins.
• Engage the private sector to allow existing property
and business owners to reflect their interests and
participate in a meaningful way.
• Incentivize new investment and enact policies to
guide development to help set forth a clear strategy
for implementation that aligns with the vision of this
Plan.
These key actions are described briefly in this chapter.
More detail is provided in Chapter 8. These actions are
inspired by the city’s approach to economic health that
focuses on “create,” “catalyze,” and “enhance.”
While acknowledging the impor-
tance of the past, Midtown needs
a fresh vision to encourage rede-
velopment and revitalization of
this important area.
2 - CrEatIng a ClIMatE
for InVEstMEnt
2-2 fort Collins Midtown Plan
public review draft
PROMOTE MIDTOWN’S VISION
Midtown was once a very vibrant and valid place in a for-
mer economy. However, it no longer represents vibrancy,
nor buyer preferences. Development is car-oriented and
mostly big-box retail focused. Changes in the economic
environment have left many of these large facilities now
outdated or outmoded. The area has little single-site
mixed-use development, entertainment, multifamily resi-
dential, or major employment uses, making it a narrowly
focused neighborhood both physically and economically.
The good news is that market studies make a clear case
for development potential in Midtown. Looking at leak-
age numbers, development gaps, and vacancy rates
indicates that Midtown must “find its place” in this new
economy. Promoting the vision for Midtown, as set forth
in this Plan will help Midtown do this. Midtown should
be promoted as a sustainable, mixed use neighbor-
hood that is pedestrian and bike-friendly, adjacent
to a state-of-the-art new transit system and has a
distinct identity with great architecture and public
open space.
There is a growing and thriving population that falls in
Midtown’s trade area. The City of Fort Collins is grow-
ing, as are areas surrounding it. That means more people
shopping, more businesses opening, and more housing
that is needed. Numbers show a significant demand and
potential for the following uses to support both existing
and new populations:
• A more substantial regional retail hub
• Commercial business and employment opportuni-
ties
• Urban residential uses, and
• neighborhood services
Stakeholder outreach identified consistency around the
idea of Midtown as a reinvigorated neighborhood - a
dense, mixed-use, vibrant district that offers an alter-
native to downtown. The urban neighborhood, with of-
ferings and opportunities would speak to consumers in
their 30s, 40s and beyond.
“We used to be the
place where fami-
lies would drive from
around the region to
spend a weekend get-
ting all their shopping
done. They’d come to
Midtown on a Friday
and check into a lo-
cal hotel, and leave on
a Sunday with a new
car, new clothes, home
goods and other things,
having left behind sub-
stantial revenue in our
district.”
- Midtown Stakeholder
Farmer’s Markets are a popular,
temporary urban service for resi-
2. Creating a Climate for Investment 2-3
public review draft
Substantial opportunity exists, and Midtown is well po-
sitioned to capitalize on it. Midtown should build on the
clear opportunities:
• Regional retail, with a local twist: Midtown cur-
rently accounts for 40% of total retail sales in the City
(much from the auto dealers) and 38% of the 10.2M
square feet of retail in Ft. Collins. Total retail sales
have continued to grow over the past five years, even
despite tough economic times. In addition, thousands
of residents (and workers) live within walking distance
to the corridor and 60% of the jobs in Fort Collins
are located within a mile of each side of College Av-
enue, particularly in the service sector. This proximity
means major buying power if the offer is right. And
importantly, the mall redevelopment – in the heart of
Midtown – serves as a major retail catalyst.
• Housing hub: With residential vacancy rates below
4% in the city, there is high demand for new devel-
opment. Midtown provides ample opportunity for
more dense residential development, which is some-
thing existing stakeholders said they would support.
Beyond multi-story/multi-unit development, stake-
holders mentioned a desire to see more townhome/
brownstone type development integrated into retail/
commercial uses. As these developments occur, they
will drive neighborhood supporting uses – including
businesses, parks, open space and entertainment.
• Job center: Business development is on the rise, par-
ticularly in the small-to-mid-size business category.
Many times, it is these business types that struggle
to find a home. Creation of dynamic flex space that
could serve such uses could serve Midtown well now
and into the future. As businesses succeed and grow,
efforts could be made to provide places in Midtown
so they can remain in the neighborhood.
• Enliven: There is general consistency among stake-
holders that Midtown should become a vibrant and
thriving district with the addition of more culture, arts,
activity and open spaces.
“It used to be we could
get good stuff in Mid-
town, but slowly those
stores left and discount
chains came. Today, I
don’t even bother go-
ing there – when I need
something important, I
just get in my car and
drive south to Denver.
But I’d much rather get
those things here.”
- Midtown Stakeholder
Continue to encourage develop-
ment such as El Monte, which is
visually appealing and serves a
variety of customer needs.
2-4 fort Collins Midtown Plan
public review draft
ENgAgE THE PRIVATE SECTOR
Among the biggest challenges to implementing the Mid-
town Plan is addressing and improving the relationship
between the Midtown stakeholders and the City of Fort
Collins.
There are two existing private sector groups that are
actively collaborating to address business needs on the
corridor today. These include the south fort Collins
Business association (SFCBA) and the auto Dealers
association. While not representative of every stake-
holder in the district, they represent strong private sector
interest in revitalizing Midtown. The recommendations in
this Plan aim to engage, support and build on the invest-
ment of these and other existing property and business
owners by reflecting their interests, and giving them a
meaningful way to participate in its implementation.
For effective engagement, the following must happen:
• The public and private sectors must generally agree
on the vision for the area, and the key elements nec-
essary to achieve it.
• The public and private sectors must work together
to develop tools to help encourage, incentivize and
support investment and business development.
• The public and private sectors must set clearly de-
fined roles and responsibilities in order to make
revitalization happen, and each will need to develop
new tools to allow them to participate – together – in
Auto Dealers Association are
a private sector group that are
actively collaborating with the
City to address business needs
in the corridor.
2. Creating a Climate for Investment 2-5
public review draft
driving change in Midtown to meet the unified vision.
INCENTIVIzE NEW INVESTMENT
AND ENACT POLICIES TO guIDE
NEW DEVELOPMENT
Critically important to advancing this Plan – and to en-
couraging, incentivizing and proactively planning for
redevelopment, is an economic development toolbox
that can generate resources and support from both the
public and private sectors to advance change. To date,
only tax increment financing (TIF) funds from the urban
Renewal Authority (uRA) have been utilized to help incen-
tivize new projects. The City of Fort Collins has very little
in the way of innovative incentive packages, programs
and policies to push and direct development, and there
is currently no organized private sector investment oc-
curring to help manage the direction of Midtown.
Potential Financial Tools
continue to use tax increment financing
Tax increment financing (TIF) is the public financing tool
that is used for subsidizing redevelopment, infrastruc-
ture, and other community-improvement projects in the
uRA. The Midtown urban Renewal Area and Prospect
South TIF District was established in September 2011
and has already helped spur one student housing proj-
ect, the Summit on College, at Prospect and College
and will potentially help fund the new redevelopment at
the Foothills Mall. So, TIF districts are not new to Fort
Collins and are proving to be successful and therefore,
should continue to be used.
One TIF District already exists,
Prospect South, and another one
is proposed for the Foothills Mall
redevelopment.
2-6 fort Collins Midtown Plan
public review draft
create a Business improvement District (BiD)
BIDs are financing and place management tools that
allow property owners within a defined area to collec-
tively fund enhanced services or improvements within a
district’s boundaries via an additional tax or fee. Yearly
operating budgets of BIDs can range from a few thousand
dollars to tens of millions of dollars.
Stakeholders in the Midtown area expressed a strong
interest in getting involved to help finance improvements
in the district through a BID. In fact, the SFCBA has
already noted this on their radar. A BID is highly recom-
mended as a tool to help give property owners a vehicle
through which to invest and take ownership of the mar-
keting and overall management of the Midtown area. In
Chapter 8 of this Plan, we identify how best a BID fits
into the big picture and what types of things a BID may
support, though the ultimate determination of the use
of BID funds would be left to the property and business
owners to determine in the BID creation process.
explore a community Development corpora-
tion (cDc)
Community Development Corporations are not-for-profit
entities that allow for multiple investors to participate in
acquiring sites, preparing them for redevelopment, and
even in some cases, developing properties in challenging
areas such as Midtown. CDC funds can also be utilized
to help incentivize business creation. They are effective
in managing tough redevelopment projects by allowing
land acquisition, assemblage, environmental remedia-
tion, etc. to occur by the CDC and then marketing the
land back to the private sector for redevelopment, thus
creating a return on the investment. CDC’s are growing
increasingly common in this economic time where financ-
ing big projects can be tough. Among the benefits of
CDCs is their 501c3 tax-exempt organizational status,
meaning the public sector can easily contribute and that
grant dollars are easier to access.
Creating a BID
There are 4 steps to cre-
ating a BID. They are as
follows:
1) Local business and/
or property owners in
the area work together
to create a BID.
2) They develop a man-
agement plan to identify
services, assessment
rates, and budgets as
well as other opera-
tional details.
3) A petition or formal
vote determines that
the majority of business
and/or property owners
want a BID.
4) Legal creation and
establishment of the
2. Creating a Climate for Investment 2-7
public review draft
Policies and Regulations
Incentives are incredibly important tools to help move
revitalization forward in challenged areas. Such “carrots”
come in the form of incentives, programs, and tools that
make it easier for development to happen and for busi-
ness to open. These should also be balanced with “the
sticks”, or regulations, to ensure that incentives are di-
rected towards achieving the desired vision for the area.
incentives to consiDer
Property tax abatements (for residential)
Many revitalizing districts have successfully utilized
property tax abatements to jumpstart an economic turn-
around. These abatements can be targeted and time-
limited, but are often enough to catalyze the first few
projects and get them out of the ground. Such abate-
ments have most commonly been utilized in recent years
to encourage residential development. Access to quality,
affordable and market-rate housing is needed in Fort Col-
lins and Midtown has been identified as an opportunity
area for this to occur. Downtown Fargo’s Renaissance
zone program, for example, gave 5-year property tax
abatements on residential development which jumpstart-
ed an economic turnaround and quickly reinvigorated
the downtown area helping to bring thousands of new
residents to the historic core. Such programs work for
residential in particular – even in a TIF area – because the
overall impact to the TIF is generally small but the incen-
tive is tremendous for residents looking to buy homes.
Expedited Permitting and Waived Development fees
For new development within Midtown that meets the
vision for the area, the City could explore waiving any
development or permitting fees and fastracking the de-
velopment review process. These policies could be in
place for both development and businesses, setting the
tone that this is indeed a business-friendly environment
and development and growth are supported.
CDC Resource
Allocations:
CDC’s most commonly
direct resources to-
ward:
1) Tackling develop-
ment or redevelopment
projects that are too
difficult or costly for the
private sector to under-
take alone.
2) Providing incentives
for businesses and re-
tailers/restaurants to
locate in the business
district.
3) Devleoping residen-
tial projects that are
otherwise difficult to
do.
2-8 fort Collins Midtown Plan
public review draft
Business recruitment/retention
Successful districts often get there because of very fo-
cused assistance in the realm of business recruitment
and retention. Targeted recruitment efforts, in particular,
can pay off when paired with some of the other incentives
and programs highlighted here. This work, to succeed
in the Midtown area, may need to be done through a
public/private sector partnership, where the City takes
a role in larger business/job/employer recruitment, and
the SFCBA, new BID, or other private sector group gets
involved in smaller business recruitment as well as re-
tention work. This work need not be just retail focused.
There is a real opportunity here to encourage an “innova-
tion economy” through targeted job creation efforts and
encouragement of entrepreneurs – both of which would
help fill Midtown with buzz and economic activity.
revolving loan/grant fund
Establishing a pool of funds that can be utilized by inves-
tors in the study area to meet the goals defined in the
plan would be a relatively quick and effective method of
generating new investment in Midtown. Many communi-
ties set aside a pool of funds for independent businesses
and property owners to utilize for projects on which they
may not otherwise be able to get a bank loan (and may
not have the capital on hand to do themselves). Allow-
able items to qualify for funding might include:
• Façade/shopfront improvement program, including
funds to cover paint, windows, lighting and overall
enhancements (also consider money for design ser-
vices).
• Signage improvements.
• Additions or enhancements to a property.
• Necessary interior improvements, such as upgrading
old buildings.
Typically, these are small loans/grants (e.g. under
$50,000) and the projects must go through formal ap-
provals and design review before the funds are awarded.
grants are usually awarded only on some matching
basis (i.e. for a $25,000 project the owner must front
half the cost, and the fund would grant the match) while
Storefront
Improvement
Program (SIP)
Fort Collins currently
utilizes a SIP to en-
courage voluntary re-
habilitation of commer-
cial buildings, improve-
ments and conditions
within the North Col-
lege uRA by offering
financial assistance to
property owners and/
or business tenants
seeking to renovate or
restore their commer-
cial storefronts and/or
building facades. Ap-
2. Creating a Climate for Investment 2-9
public review draft
loans are usually given at low-interest with longer-term
repayment options. Some communities establish forgiv-
able loans for business that, for example, stay in busi-
ness in the location for 3-5 years.
To advance the development and use of these programs,
incentives and tools, the community should consider
establishing a public/private sector task force to
work together to ensure that the tools established are
meaningful and strategic.
regulations to consiDer
Zoning
Making sure the zoning code for this area allows the
type of mixed-use, dense, urban development this Plan
proposes, is essential. Also, because it is located along
a mass transit corridor, parking ratios may need to be
updated to support more compact development. This is
often done in the form of an “overlay zone”. (More lan-
guage is forthcoming.)
Design/signage guidelines
The guidelines may be general but any funding or incen-
tive (e.g. the carrot) should be tied to them. This should/
could include density, general look and feel of building,
materials, etc. Signage guidelines also are important to
coordinate, and with the advent of the MAX line, need to
address the western edges of properties that face onto it.
Buildings such as this could
make use of a Storefront Im-
provement Program or Revolving
Loan/Grant Fund.
Do not encourage auto-oriented
uses that do not contribute to
the public realm and larger public
good.
2-10 fort Collins Midtown Plan
public review draft
SuMMARY POINTS
climate for investment
• Establish a clear vision and position for the Midtown
corridor and set up a market that is unique and dif-
ferentiated.
1) regional retail: Midtown accounts for 40%
of retail sales, thousands of residents live within
walking distance, plus 60% of jobs within 1 mile
of College - this means major buying power.
2) Housing Hub: High demand for residential
development and Midtown provides ample op-
portunity for dense residential.
3) Job Center: Create dynamic flex space to serve
businesses.
• Engage the private sector to allow existing property
and business owners to reflect their interests and
participate in a meaningful way.
1) Public and private sectors must generally agree
on the vision and steps necessary to implement it.
2) Private and public sectors must work together
to develop tools that encourage, incentivize, and
support investment and business development.
3) Public and private sectors must set clearly
defined roles and responsibilities to make revi-
talization happen.
• Incentivize new investment and enact policies to
guide development to help set forth a clear strategy
for implementation that aligns with the Plan’s vision.
1) Create a Business Improvement District (BID)
2) Explore a Community Development Corpora-
tion (CDC)
3) Explore property tax abatements for residential.
4) Explore a Revolving Loan Fund
5) Targeted business recruitment and retention;
include other “innovation economy” businesses.
6) Consider zoning changes, e.g. parking ratios.
7) Consider design/signage guidelines.
8) Create a public/private sector task force to
work together to ensure the tools established are
meaningful and strategic.
Action Items
3. Mobility and Access 3-1
public review draft
As the MAX system is implemented, higher intensity,
mixed use redevelopment will be focused throughout
Midtown. This Plan provides guidance for “setting the
stage” for this type of redevelopment to occur. The area
demands better circulation and a more fine-grained net-
work that is inviting to pedestrians and bicyclists. Also,
because transit is the stimulus to such development, it
is imperative that mindful connections are made to both
existing and planned transit services. And inherently,
with higher intensities comes the demand for more park-
ing. Creative, urban, and context-sensitive approaches
to parking must be established in order to support these
desired uses and intensities.
This primary objectives of this chapter are:
• Where feasible, work within the existing curb-to-curb
dimensions to provide realistic and quickly imple-
mentable solutions for improved circulation in the
project area.
• Create a safe and attractive multi-modal environ-
ment to encourage walking and biking to the area.
• Support the planned uses within Midtown by offering
more urban and transit-oriented parking solutions.
Existing frontage roads provide
opportunities for pedestrian
and bike improvements without
inflicting major change to the na-
ture of College Avenue through-
out the corridor.
Improving upon existing Mid-
town alternative mode circula-
tion will be key to the long-term
success of the neighborhood
and surrounding areas.
3 - Mobility And Access
3-2 Fort collins Midtown Plan
public review draft
IMProved CIrCulATIon
Improving existing circulation patterns within Midtown
will help lead to its success as a vibrant, transit-served,
multi-modal and mixed use neighborhood. Major con-
cepts for improving circulation in the project area include:
• transform college Avenue into a multi-modal cor-
ridor that is inviting to pedestrians and bicyclists, but
still functions as a major vehicular arterial for Fort
Collins and the region. new buildings will frame the
street rather than being set back from it and parking
will be moved internal to the blocks. Access along
Colorado will be consolidated to provide for a safer,
more pedestrian-friendly and urban environment.
Frontage roads will be maintained, but improved to
help facilitate multi-modal circulation within Midtown.
• improve access to MAX throughout Midtown. A key
focus of this Plan is to enhance the experience of
MAX to boost ridership and encourage riders to live,
work and play in Midtown. vehicular, pedestrian and
bike access to MAX stations is a main priority of this
Plan and the improved circulation concepts. Cross-
ing College Avenue from the east, in order to get to
MAX, is an existing obstacle that will need to be ad-
dressed. Priority crossing locations are pointed out
in the Multi-Modal Map on page 3-16.
• implement a “pedestrian promenade” along the
east side of the MAX line and encourage new uses
to front onto it to help activate and protect the area.
There are also opportunities for existing buildings
to be retrofitted to “open up” onto MAX, by creat-
ing double entry buildings. At the very least, it is
encouraged that existing buildings spruce up their
facades to give visual appeal to the area and for pe-
destrians using the promenade. The main section of
the promenade is envisioned between Spring Creek
Station and Horsetooth Station with a double tree row
landscaped buffer next to MAX with a wide multi-use
path adjacent to it and buildings fronting onto it (set
back at least 10’ to allow for proper transition).
3. Mobility and Access 3-3
public review draft
CONNECTI
Midtown Fort Collins
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CSU
Veterinary
School
RUTGERS ST
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
Colorado
Division of
3-4 Fort collins Midtown Plan
public review draft
Proposed Complete Street Sections
This section of Chapter 3 presents various cross-sec-
tions for each of the roadway types in the study area. The
tables and cross-section descriptions on the following
pages correlate with the Circulation Map on page 3-3.
There are four main concepts for street improvements
in the study area:
1) Work within existing curb to curb dimensions to
include comfortable bike lanes and on-street park-
ing (where land use warrants), in addition to travel
lanes. In this ideal condition, the public realm out-
side of the curbs would include a generous tree row
(either in a landscaped lawn or tree grates) adjacent
to the curb and sidewalks adjacent to the buildings.
Currently, many sidewalks are attached to the curb,
which is unsafe and unpleasant for pedestrians. The
new public realm could be phased as new develop-
ment occurs and existing significant trees should be
saved, where possible. Also note that the proposed
dimensions are “ideal” scenarios and could be ma-
nipulated, within reason, to accommodate the same
vision in a narrower condition. For example, if an
existing street’s curb-to-curb dimension is 52’ wide
and the ideal condition is 54’, bike lanes could be 7’
wide instead of 8’. Another condition may warrant
the need for bicycles, but not necessarily on-street
parking, or even parking on just one side of the street
to make the vision work, and this is completely ac-
ceptable.
Quick Wins:
Working within existing
curb-to-curb dimen-
sions will save the City
time and money and
allow work to begin
immediately, mainly
with restriping, raising
planted medians and
adding streetscape el-
ements. outside of
the curbs, ideal public
realm scenarios are
envisioned (i.e. wide,
detached sidewalks),
which sometimes sug-
gests acquiring ad-
ditionsal roW. It is
important to note that
all dimensions are sug-
gestions and could be
modified in different
scenarios to work with-
in existing conditions
until redevelopment
occurs.
On-street parking and trees pro-
tect pedestrians.
3. Mobility and Access 3-5
public review draft
2) When it is not feasible to add bike lanes and on-
street parking within the existing curb-to-curb dimen-
sion, then exploring a “cycle track” or protected
bike lane, adjacent to the sidewalk is ideal. This will
depend on building placement and roW/property
lines and would require cooperation on, at minimum,
a block scale (as opposed to individual lots), as it is
necessary to have a continuous, fluid pathway for bi-
cyclists to travel. This option may be more appealing,
as many novice bicyclists feel safer in an off-street
condition, which could potentially raise the number
of people that choose to travel the neighborhood via
bicycles.
There are street sections pro-
posed that would provide pri-
vate, street-like drives for prop-
erties with large parking areas.
These would improve cross-
property connections.
3) The current layout of Midtown, as discussed previ-
ously, is of suburban nature with large setbacks and
parking lots between the major streets and the busi-
nesses. In order to facilitate better connectivity and
circulation throughout Midtown, a short-term option
could be to convert existing travel lanes within
parking lots into “street-like private drives”. This
street section would allow two travel lanes and bike
lanes (or sharrows) in between the curbs and tree
rows and sidewalks adjacent to new and existing
buildings. Again, the dimensions could be adjusted
to fit unique scenarios.
When the curb-to-curb dimen-
sion doesn’t allow on-street bike
lanes, explore implementation of
“cycle tracks” instead.
3-6 Fort collins Midtown Plan
public review draft
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE
CURBS
PROJECT AREA
STREETS
EXIST.
ROW
EXIST.
CTC
A 140’ 90’ * 6 travel lanes
* Center Turn ln.
* landscaped
Buffer
* Cycle Track
* Sidewalk
College Ave.
(north of rutgers)
(South of Horsetooth)
100’ - 120’
100’ - 120’
83’ - 90’
86’ - 90’
B 150’
or
160’
120’ * 6 travel lanes
* Center Turn ln.
* SB rt. Turn ln.
* landscaped Buffer
(east)
* 2 Frontage road
lanes (east)
* landscaped
Buffer
* Cycle Track
* Sidewalk
College Ave.
(rutgers to Thunder-
bird)
130’ 130’
(incl.
east
frontage
rd. and
cont. SB
rt. turn
ln.)
C 205’ 180’ * 6 travel lanes
* Center Turn ln.
* landscaped Buffer
3. Mobility and Access 3-7
public review draft
A vision for
College Avenue:
These street sections
recommend enhance-
ments for pedestrians
and bicyclists along
College while working
generally within the
framework of exist-
ing street widths. The
community may wish
to consider a “bolder”
vision that would trans-
form Colorado into
a “Grand Boulevard”
which would require
further discussion/ac-
tion.
Cross-seCtion a
Cross-section A exists north of rutgers and south of
Horsetooth. Current curb to curb dimensions would
be kept in these locations, but roW would be added
on either side to accommodate a cycle track and wider
sidewalk. Although additional roW is needed to accom-
modate the alternative mode improvements, most build-
ings are set back far enough to allow them to stay. If a
building encroaches into the proposed roW, the decision
could be made to modify the dimensions to make it work
within existing conditions or be removed.
Cross-seCtion b
Cross-section B exists from rutgers to Thunderbird.
An existing frontage road occurs on the east side of the
street with mostly residential uses along it and will not
change. The west side of the street is commercially fo-
cused, but lacks pedestrian and bike infrastructure. Two
options are provided for the west side and each option
proposes to take over the continuous south-bound right
turn lane in order to expand the pedestrian realm.
One option for the frontage road includes two travel lanes and on-street parking. Bikes would share the
street with cars in this scenario.
3-8 Fort collins Midtown Plan
public review draft
An enhanced Frontage Road can
provide on-street parking, pro-
tected bike lanes or sharrows.
These are several design alterna-
tives to be considered.
Cross-seCtion C
Cross-section C exists from Thunderbird to Swallow
where frontage roads exist on both sides of College. The
existing curb to curb dimension (from back of frontage
curb to back of frontage curb) is the same as the roW,
meaning that sidewalks are currently on private property.
on the east side, multiple office buildings are located 10’
from the curb and for that reason, the east side will remain
as is. The west side is more flexible and two options for
that condition exist: one that keeps the frontage road as
is and has a 12’ sidewalk, or one that narrows the front-
age road to create a wider sidewalk. In each condition
bikes would share the roadway with autos.
Cross-seCtion d
Cross-section d exists from Swallow to Horsetooth and
includes the Foothills Mall area. The same two options
as section C are proposed for the west side while the
east side recommends an expanded roW that includes
a generous landscaped buffer, a cycle track, and a large
sidewalk adjacent to new buildings.
A large landscaped buffer separates the cycle track from College Avenue and a small landscaped amenity
zone separates pedestrian traffic from bicyclists.
3. Mobility and Access 3-9
public review draft
Cross-seCtion e
Cross-section e is a traditional 4-lane arterial with a
center turn lane and median. In some locations through-
out Midtown, existing curb-to-curb dimensions are con-
strained, such as at Prospect and Horsetooth (south of
College). Here it may not be feasible to include an on-
street bike lane, but a “cycle track” could justifiably fit
within the existing roW. Some dimensions may need to
be narrowed on a case-by-case basis to make it work.
Cross-seCtion F
Cross-section F is a similar cross-section, but with on-
street bike lanes. The narrower median would sacrifice
some greenspace in the middle of the road (there would
be no median adjacent to any left turn lane and in the
case of back-to-back left turns there would be no median
at all in the road), but the wider sidewalk would improve
pedestrian mobility, and encourage multi-modal access
to the area while working within existing dimensions.
4-lane Arterials
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA
STREETS
EXIST. ROW EXIST.
CTC
e 117’ 67’ * 4 Travel lanes
* 19’ Center Turn
lane/raised land-
scaped Median
* 8’ landscaped Buffer
* 8’ Cycle Track
* 9’ Sidewalk
Prospect
Horsetooth
(east of Col-
lege)
60’ & 90’
100’
50’
67’
F 117’ 78’ * 4 Travel lanes
* 14’ Center Turn
lane/raised land-
scaped Median
* 8’ Buffered Bike
lanes
* 10’ landscaped Buffer
* 10’ Sidewalk
drake
Horsetooth
3-10 Fort collins Midtown Plan
public review draft
2-lane Arterials
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA STREETS EXIST. ROW EXIST.
CTC
G 84’ 54’ * 2 Travel
lanes
* 8’ Buffered
Bike lanes
* on-Street
Parking
* 5’ Tree row
* 10’ Sidewalk
Mason
Columbia
W. Harvard
Swallow
Foothills
Monroe (e. of College)
Boardwalk
new Streets
60’
70’
50’
80’
60’ & 100’
80’
65’
n/A
40’
56’
40’
60’
40’ & 60’
60’
48’
n/A
H 84’ 64’ *2 Travel lanes
* 14’ Turn
lane/land-
scaped Median
* 6’ Bike lanes
* on-Street
Pkg.
* 5’ Tree row
* 5’ Sidewalk
@ intersections
I 72’ 36’ * 2 Travel
lanes
* 8’ Buffered
3. Mobility and Access 3-11
public review draft
2-lane Parkways
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA
STREETS
EXIST.
ROW
EXIST. CTC
J 100’ 70’ * 2 Travel lanes
* 14’ - 16’ Turn
lane/landscaped
Median
* Buffered Bike lane
or Cycle Track
* on-Street Pkg.
* 7’ Tree row
* 7’ Sidewalk
Troutman 100’ 70’ - 80’
Cross-section J is a one-time occurance along Troutman Parkway. It builds off the existing Troutman cross-
section between Mason and College, with the landscaped median, and extends it to JFK, but removes
one travel lane in each direction and adds a protected bike lane and on-street parking. An alternative
option would be to move the parking adjacent to traffic and create a cycle track adjacent to the sidewalk
for an even more protected option.
Cross-seCtion J
Cross-sections J is a “road diet” for Troutman Parkway,
which varies in width from 70 to 80 feet curb to curb.
The section is a 70-foot curb to curb width; for wider
sections, the travel lanes would be widened to 12 feet
and the median widened as needed so that the curb lines
do not have to be adjusted. An alternate street section
includes a cycle track inside the on-street parking area
for a safer, more leisurely bike-friendly option.
A “cycle track” option exists
for cross-section J, or Trout-
man Parkway, which creates a
designated area for bikes that is
protected by parked cars.
3 -12 Fort collins Midtown Plan
public review draft
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA
STREETS
EXIST.
ROW
EXIST.
CTC
K 80’ 54’ * 2 Travel lanes
* 14’ Turn lane/
landscaped Median
* on-Street Pkg.
* 7’ Tree row
* 6’ Sidewalk
Thunderbird
and at intersec-
tions as needed
60’ 50’
l 66’ 40’ * 2 Travel lanes
* on-Street Pkg.
* 7’ Tree row
* 6’ Sidewalk
Mitchell dr.
Creger dr.
Kensington
54’
30’
54’
34’
38’
34’
2-lane Collectors (no bike lanes)
Cross-seCtions K and l
Cross-section K and l are 2-lane Collectors with on-
street parking and no bike lanes. These sections are in-
tended for smaller, existing streets that do not necessar-
ily provide excellent bike conditions and do not warrant
a dedicated bike lane. Sharrows could be incorporated,
if desired. Section K would work within Thunderbird’s
existing 50’ CTC by narrowing the median/turn lane by 2
feet and making the parking lanes 8 feet each. Section
l could be implemented elsewhere as needed, but then
transition to section K at intersections if a left turn lane
is needed. In all cases, pedestrians are accommodated
in 6-foot sidewalks that are separated from the road by
7-foot tree lawns.
Cross-sectios K and L are 2-Lane Collector roadways that mainly serve to improve connectivity east and
west of College Avenue, but that are not significant bike connections, and therefore are the only cross-
sections without on-street bike lanes.
This street is similar to cross-
3. Mobility and Access 3-13
public review draft
2-lane Collectors (w/ bike lanes)
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA
STREETS
EXIST.
ROW
EXIST.
CTC
M 65’ 45’ * 2 Travel lanes
* 7’ Bike lanes
* on-Street Pkg.
(one side only)
* 5’ Tree row
* 5’ Sidewalk
Stuart (e. of College) 60’ 44’
n 70’ 45’ * 2 Travel lanes
* 7’ Bike lanes
* on-Street Pkg.
(one side only)
* 5’ Tree row
* 10’ Sidewalk
Johnson dr. 26’ 32’
Cross-seCtion M
Cross-section M extends the bike lanes and one-sided
on-street parking that exist east of remington on Stuart
Street to College Avenue, instead of cutting them off at
remington. This section widens the bike lanes and park-
ing lanes by one foot over the current striping to the east,
the space for which is obtained by narrowing the travel
lanes 11 feet (versus 12.5 feet in the section to the east).
Cross-seCtions n
Cross-section n is for Johnson drive. Johnson currently
functions as a local access street but in the future will
serve as a connector to the MAX station. The current
curb-to-curb width is 32 feet and includes parking on
both sides of the street, which is likely to be too narrow
for the projected increase in street activity once the area
redevelops. The proposed 45-foot curb-to-curb section
would remove parking from the park side of the street but
add bike lanes in both directions to enhance the multi-
modal connection to the MAX station, and additional
roW width has been provided to better accommodate
pedestrians on one side of the street.
Cross-sections M and N are 2-Lane Collectors with bike lanes in both directions and on-street parking
on only one side of the street.
3-14 Fort collins Midtown Plan
public review draft
MULTI-MODAL MAP
Midtown Fort Collins Implementation Plan
TH
U
O
U
U
MONROE
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CENTER AVE
COLLEGE AVE
SWALLOW RD
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CSU
Veterinary
School
U
U
U
U
U
Legend
Midtown Plan Area
(darker aerial area)
Proposed Cycle Track
Proposed Intersection Improvement
Proposed Shared Facility
(Sharrows along Frontage Rd.)
or Cycle Track
Existing Underpass
Future Grade Separated Crossing
Existing Multi-Use Path (MUP)
Existing Bike Lane
Existing Bike Route
Proposed Short-Term Bike Lane
Proposed Long-Term Bike Lane
Character Area Boundary
Points of Interest
MAX Station
TH Trailhead
3. Mobility and Access 3-15
public review draft
The promenade is envisioned
as a tool to help spur economic
development along MAX, as well
as provide a pleasant pedestrian
route.
In some locations, the prom-
enade could be designed to be
more passive, and have seating
and parks/plazas along it.
MAX
Multi-Modal Improvements
pedestrian proMenade
The Promenade is envisioned as a grand public space
which is inviting to pedestrians and bicyclists. Creat-
ing a pleasant public realm adjacent to the MAX line will
also encourage existing and new development to front
onto MAX instead of turning its back on it, as would cur-
rently be the case. The ideal cross-section includes a
double-tree landscaped row adjacent to MAX with a wide
multi-use path adjacent to new buildings. While this is
the ideal scenario, in some locations with limited roW,
like south of Horsetooth, it may be feasible to implement
a narrower version to provide continuity. However, the
multi-use path should be at least 10’ in width to accom-
modate pedestrians and bicyclists.
Continuous, designated biKe FaCilities
Where gaps exist in the current system and where exist-
ing curb-to-curb (CTC) and right-of-way (roW) dimen-
sion is available, the concept for Midtown is to provide
continuous designated on-street bike lanes, buffered
bike lanes, or cycle tracks.
Where land uses and available roW’s do not allow for
these improvements, a combination of other facility types
such as shared lane markings and bicycle route wayfind-
ing signs can be used to provide a continuous system.
Conventional bike lanes are
striped to provide a designated
area for bicycles.
Buffered bike lanes provide a
buffer (indicated by striping or
different paving material) be-
tween vehicles and bicycles.
The ideal cross-section includes
a 15’ landscaped area with a
double row of trees adjacent to
MAX and a 15’ multi-use path for
bicylists and pedestrians adja-
cent to new buildings.
neW
BldG.
3-16 Fort collins Midtown Plan
public review draft
iMproved interseCtions
Intersections are another important piece of the pedes-
trian and bicycle network that are critical to providing
continuity and safety within a system, and if not designed
properly, can act as an obstacle. Bicycle and pedestrian
facilities should be clearly marked and carried not only
up to the intersection, but through it.
Intersections designed or retrofitted with bicycle facili-
ties should reduce conflicts between vehicles and bicy-
clists by increasing the level of visibility, predictability
and awareness with other road users. Concepts being
explored that provide safer intersections for pedestrians
and bicyclists include elements such as signage, pave-
ment markings, medians, signal detection, green paint
and potentially innovative features such as “bike boxes”
or two-stage turn boxes. Implementing any combina-
tion of these measures will increase safety, reduce risk
of crashes and increase alternative mode trips within
Midtown.
Suggested intersection improvements, and their associ-
ated priority, are listed in the Implementation Schedule
Proper signage makes auto traf- in Chapter 8.
fic aware that they are to share
the street with bicyclists.
Green paint to mark intersec-
tion crossings is an easy way
to implement a pedestrian and
bike-first environment.
Bike boxes increase visibility of
bicyclists at signalized intersec-
tions.
Two-stage turn Queue Boxes improve bicyclists’ ability to safely and
comfortably make left turns.
3. Mobility and Access 3-17
public review draft
underpasses/overpasses
Currently, the Spring Creek Trail provides the only grade
separated crossing of College Avenue and the railroad
tracks in Midtown. The underpass at Troutman is nearing
completion and will provide another needed connection
to Midtown from the west residential neighborhoods. An
overpass that will connect the Mason Trail to the Whole
Foods parking lot is now in design and will contribute
to the overall connectivity from the west. Currently, a
separate planning effort for Foothills Mall is evaluating
the feasibility of creating a connection underneath Col-
lege Avenue from the mall to McClelland. In general, the
current development pattern and existing infrastructure
limits the opportunities for more grade separated con-
nections to Midtown. As new redevelopment occurs,
especially at challenged locations for bicycle/pedestrian
crossings (like College Avenue and the railroad), grade
separated connections should be explored that would
improve north-south and east-west connectivity to local
neighborhoods, businesses and transit.
loCating biKe parKing
The City’s development code for bicycle parking provides
a good starting point and should be used as the initial
guide for providing the minimum number of enclosed and
fixed bike racks as redevelopment occurs.
The location of bike parking will depend on how long the
users will be parking. Short-term (less than two hours)
bike parking should be located within 50 feet of the main
entrance, whereas long-term parking (several hours or
more) can be located within 500 feet of the destination.
different land uses within Midtown will demand more
bicycle parking than others.
A Business Improvement district (BId) could be set up
to meet this type of demand. As individual properties,
businesses or blocks redevelop, and the minimum num-
ber of bike racks do not meet the demand, the BId could
supply bike racks or bike corrals. Places like old Town
Fort Collins, the City of Boulder and other communities
along the Front range have used similar strategies.
Underpasses and Overpasses
provide a safe alternative to at-
grade crossings and can add to
sense of place.
As individual properties, busi-
nesses or blocks redevelop and
the minimum number of bike
racks do not meet the demand,
a BID could supply individuals,
businesses or blocks with bike
racks or look at sites for bike
parking corrals.
3-18 Fort collins Midtown Plan
public review draft
ng parking plans to back-in angle
more visibility for bicycle trac
Provide green paint for bicycle lane in conict
zone for increase awareness
Place vertical curb between parking and
cycle track. Provide curb openings every
30 feet for stormwater
Provide sharrows and dashed lines to guide
bicycles into cycle track
Design
m Google Earth I 0 15 30 60
Feet
Collins Urban Design ThisIntersection Study: drawing Troutman shows Parkway how and all of Mason the Street above-mentioned elements work together. The example intersection
of Troutman Parkway and Mason Street is used for demonstration purposes.
3. Mobility and Access 3-19
public review draft
ConneCting to transit
enhancing the performance of transit service is a pri-
mary objective of this Plan. Currently, Transfort route
1 operates along College Avenue throughout the study
area. FleX, the regional route between Fort Collins and
longmont, also operates on College Avenue throughout
the study area. MAX will become another major transit
service in the area, and demands seamless connections
to it. MAX will serve eight stops within Midtown:
• Prospect
• spring creek (near Whole Foods and nRRc)
• drake
• swallow (north and south-bound stations)
• Horsetooth
• troutman
• Harmony
• south transit center
Additional bicycle parking and pedestrian amenities
should be provided in the open spaces that would de-
velop within properties that lie along the MAX line.
Providing convenient access to bus stops located
throughout Midtown is important, as is making the stops
attractive and inviting to users. Transfort will modify its
fixed route system with the advent of MAX, rearranging
some service to focus on the new South Transit Center,
to be located south of Harmony road at the terminus of
the MAX guideway and routes will be realigned to provide
for transfers to and from the MAX service specifically at
the major east-west arterial streets.
existing bus stop designs, especially along primary east-
west streets (Prospect, drake, Swallow, Horsetooth,
Troutman and Harmony) - refer to “dumbells” on Frame-
work Map - should be elevated to meet the quality of
bus stops along the MAX corridor and should fit within
the recommended streetscape palette for Midtown (see
chapter 4). This will help to visually reinforce the sense
of connection with the pedestrian and bicycle systems.
Some existing bus stops pro-
vide shelter, and some include
only a bench. New bus stops
should provide a sense of iden-
tity for Midtown by matching the
streetscape palette proposed
(see Chapter 4).
Rendering of the planned Horse-
tooth Station
Rendering of the planned Drake
Station
3-20 Fort collins Midtown Plan
public review draft
PArKInG STrATeGIeS
In general, the study area was developed in the mid-
1960’s through the early 1980’s, with the typical building
parcel consisting of a large surface lot located adjacent
to College Avenue, and the building property set back a
generous distance from the street. This layout is typical
of the large-lot suburban design philosophy of that era,
which geared itself toward a vehicle-first access plan and
site layout. Furthermore, the parcels on each block were
developed independently and little accommodation was
made for sharing parking spaces between land uses that
generate peak demands at different times, such as a retail
facility and a movie theatre. As such, the parking supply
throughout the area tends to provide a higher number of
off-street spaces than peak demand for that parcel typi-
cally requires. In addition, the uses and intensities now
present generate a different, and typically lower demand
compared to when the sites were first developed.
The vision of Midtown is to become a transit-oriented,
vibrant, mixed-use, walkable neighborhood in the com-
ing years, and as such, it begs for a more comprehen-
sive parking approach that is up-to-date with current
trends. As the area becomes more walkable, bikeable
and transit-rich, driving a car becomes a choice rather
than a necessity, and parking requirements should be
adjusted to support this.
Immediate opportunities
Given the more-than-adequate parking availability that
exists today, there would appear to be an opportunity
to increase building densities on each block without
increasing the corresponding parking supply. The City’s
parking code provides for both maximum parking sup-
ply and the ability to use spaces as shared parking for
non-residential development. Therefore, there may be
opportunities to incrementally “build up” without cost-
ing the developer more money by requiring additional
parking spaces.
In order for Midtown to transform
into an urban, mixed-use place,
it needs creative parking strate-
gies that support it.
Replace a “sea of parking” with
a “sea of people” instead!
3. Mobility and Access 3-21
public review draft
Tod research
research indicates that Tod development does result in
lower vehicle ownership than traditional development.
The national Cooperative Highway research Program
(nCHrP) report 128 reported that Tod households
own on average 0.9 vehicles compared to 1.6 vehicles
for comparable households not living in Tods, while
“developing Tod Parking Strategies” (Boroski, rosales,
Arrington, APA Transportation Planning, March 2005),
reported that Tods have an average of 1.66 people and
1.26 vehicles per household, compared to 2.4 people and
1.64 vehicles per household for all households located in
the same census tract. From this data, Tods offer the
potential to reduce parking per household by 20 to 40
percent. For commercial land uses, a California depart-
ment of Transportation (Caltrans) study indicated a range
of parking reductions from 12 to 60 percent for Tods.
Commercial demand is more complex than residential
parking, however, and there are no clear conclusions
regarding how much parking can be reduced overall for
Tods, and parking needs should still be estimated on a
site-by-site basis. The city of Portland, oregon is a model
city for instituting Tod policies. Table X below shows
how Portland has adjusted their standard parking ratios
in Tod areas versus non-Tod areas.
table X. city of Portland, oregon tod and non-tod
Parking Ratios
Table 1. City of Portland, Oregon TOD and Non-TOD Parking Ratios
Land Use Non-TOD TOD
Office 4.1/KSF1 3.4/KSF
Retail/Commercial 6.2/KSF 5.1/KSF
Multi-Family 1 bedroom 1.25/unit 1.0/unit
Multi-Family 2 bedroom 1.5/unit 1.0/unit
Multi-Family 3 bedroom 1.75/unit 1.0/unit
1. KSF = 1,000 SF
3-22 Fort collins Midtown Plan
public review draft
Continue Current City Policies
tod overlay distriCt
The entire study area falls within the City’s Transit ori-
ented development overlay district, and as such, multi-
family residential developments are not subject to the
City’s minimum parking requirements. Thus, the poten-
tial exists for parcels along the corridor to be redeveloped
from, say 50,000 SF of commercial, to, say, 50,000 SF
of commercial with 100 multi-family units above it, and
still use the current parking supply on the site.
parKing plan Fort Collins
The Parking Plan, although not inclusive of the Midtown
study area, was adopted in January 2013 and offers a
progressive approach to parking management in down-
town Fort Collins. The Parking Plan acknowledges that
a comprehensive parking strategy is good for economic
development and supports area businesses and pro-
tects surrounding neighborhoods. Midtown should fol-
low guidelines set forth in the Parking Plan and pursue
similar measures. Key concepts from the Preferred
Alternative are:
• on-street Parking Management - shift employees
away from high demand on-street parking, imple-
ment residential permit program to mitigate spillover,
provide pay-by-cell program, and eventually shift to
on-street pay parking.
• Public Parking infrastructure - establish public-pri-
vate partnerships to distribute public parking where
needed, promote conversion of surface to structured
parking over time, include electrical vehicle charging
stations in public parking.
• Parking for new development - leverage private
investment through public-private partnerships,
implement a parking impact fee for new development
correlated to new parking amount and level of park-
ing demand management, encourage shared parking,
and require new development to provide information
about changes in parking impacts.
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S SHIELDS ST
S TAFT HILL RD
S COLLEGE AVE
S TIMBERLINE RD
E VINE DR
W DRAKE RD
LAPORTE AVE
E DRAKE RD
W VINE DR
W PROSPECT RD
MULBERRY ST
E PROSPECT RD
S LEMAY AVE
E
L
I
NCOLN
3. Mobility and Access 3-23
public review draft
Keep parKing subordinate
Keep parking subordinate to the street character along
College Avenue and east-west streets. one goal in the
redevelopment of Midtown is to transition away from
the large surface parking areas that abut College Av-
enue and create a more urban environment along the
corridor. As such, developers should be encouraged to
locate structures along the College Avenue frontage and
construct parking areas behind the building, so that they
are shielded from the street.
use struCtured parKing as an inCentive For
inCreased density
The City should consider allowing developers to increase
the land use density on their parcel in exchange for build-
ing a parking structure that provides parking for either the
entire block or a larger portion of it. Currently, in chapter
3.10.5 (F) (c) of the land use Code, 3 additional stories
are allowed for this condition, but under the premise that
at least 10 percent of the units are affordable. Perhaps,
this should be allowed whether the units are affordable
or market rate.
Maintain MaxiMuM parKing requireMents For
CoMMerCial developMents
Maintaining maximum parking ratios rather than mini-
mum requirements for commercial development allows
developers the flexibility of reducing parking as they see
fit, and lowering parking supplies will further encourage
customers and employees to access the area by means
other than single occupant vehicles. However, while
developers should be allowed the flexibility of reducing
supply, they should still demonstrate that their site can
accommodate anticipated parking without causing sig-
nificant spillover into adjacent properties, by conducting
a transportation impact study (TIS), as is required by
the new Parking Plan, and using the City’s new parking
demand model to validate the results.
Keep parking subordinate to the
street character along College
Avenue
Incentivizing structured parking
as a means of adding density is
a great way to entice developers
and ensure the desired dense,
urban form is created.
3-24 Fort collins Midtown Plan
public review draft
recommended new Strategies
iMpleMent a parKing distriCt
First and foremost, the City should support parking de-
mand management by establishing a parking manage-
ment district to provide management and oversight. The
City could finance and build a couple parking structures
in key, centralized locations throughout Midtown with
funds from development in-lieu fees, development or
parking impact fees, parking receipts and enforcement
revenue. The City could then operate and maintain the
structures, which takes the burden off of developers to
provide off-street parking. This may be desirable in order
to spur development as part of an initial catalyst project
for the area, giving the developer more land to redevelop
and at the same time not being responsible for the cost
of structured parking.
establish MaxiMuM parKing requireMents For
residential developMents
While multi-family residential developments in Tods are
not subject to the City’s minimum parking requirements,
it is conceivable that developers would over-park those
developments, thus creating yet another parking problem.
To address this, it is suggested that the City establish
maximum parking ratios for multi-family developments
within the Tod overlay district. The following table shows
the City’s current residential parking requirements and
suggested maximum requirements within the Tod area
to ensure that an adequate, yet not excessive parking
supply is provided.
table X. suggested Maximum Multi-Family
Residential Parking Ratios for tod developments
number of
bedrooms
existing
Minimum
Requirement
(outside tod)
Recommended
Maximum
Requirement
(inside tod)
one or less 1.5 1.25
Two 1.75 1.5
Three 2.0 1.75
Four and Above 2.5 2.0
Zipcar is a popular car sharing
program which is currently in
place at Colorado State Univer-
sity. The car share service could
expand into Midtown if demand
is there.
Transfort offers an employee-
based program, Passfort, which
allows employers to purchase
yearly passes at a bulk rate of
$50 per pass.
3. Mobility and Access 3-25
public review draft
SuMMArY PoInTS
Mobility & aCCess
• improved circulation:
• college Avenue to be more bike/pedestrian-
friendly by improving frontage roads, adding wide
sidewalks, and encouraging buildings to frame the
street.
• Improve access to MAX
• Improve existing Mason street to become more
of a quaint “main street”.
• Implement a pedestrian promenade along the
east side of MAX guideway and encourage new
uses to front onto it.
• Improve existing and implement new east-west
connections.
• Complete Streets:
• Work within existing curb-to-curb dimensions.
outside of curbs, ideal public realm scenarios are
envisioned, e.g. wide detached sidewalks, which
sometimes suggest acquiring additional roW.
• When it’s not feasible to add bike lanes and on-
street parking within existing curb-to-curb di-
mensions, explore a cycle track adjacent to the
sidewalk.
• improve frontage roads to be more bike-friendly
- when frontage roads end, continue bike circula-
tion through wide, multi-use paths or cycle tracks
along College Avenue, similar to the mall’s current
plans.
3-26 Fort collins Midtown Plan
public review draft
• Multi-modal Environment
• Pedestrian promenade - ideal cross section al-
lows for 15’ multi-use path with 15’ landscaping
and 10’ buffer between path and building. Where
ideal cross section doesn’t fit, it may be more
feasible to narrow the cross section, but should
not be less than 10’ for the path. Core distance is
from Spring Creek overpass to Horsetooth MAX .
• continuous, designated bike facilities: where
gaps in current system and sufficient roW is avail-
able, provide on-street bike lanes/buffered bike
lanes/cycle tracks. Where roW is not sufficient,
use shared lane markings or bike route markers.
• improved intersections: safety improvements
such as signage, pavement markings, medians,
signal detection, green paint, and “bike boxes” or
two-stage turn boxes.
• Underpasses/overpasses: explore GSC as re-
development occurs at challenging intersections,
e.g. College Avenue and the railroad.
• locating bike parking: use existing code for
minimum biking spaces. locate short-term bike
parking 50’ from main entrance and long-term
within 500’ of the destination. explore using the
BId to provide bike racks to meet excess demand.
• Parking Strategies:
• Implement strategies of downtown Parking Plan
1) on-street parking management
2) Public parking infrastructure
3) Parking for new development
• Keep parking subordinate: encourage develop-
ments to locate parking behind structures that
frame street.
• use structured parking as incentive for increased
density.
• Maintain maximum parking requirements for
commercial development: developers should
still demonstrate their site can accommodate
anticipating parking without causing significant
spillover into adjacent properties.
4. Streetscapes, Signage and Wayfinding 4-1
public review draft
One of the most important ways to establish and promote
a neighborhood’s “brand” is through physical improve-
ments to the public environment. Midtown currently
lacks a sense of identity. This Plan seeks to transform
how Midtown is viewed: from a neighborhood that Col-
lege Avenue bypasses, into a neighborhood that College
Avenue arrives at. Celebrating a sense of arrival and
playing up unique themes in the neighborhood will el-
evate the level of presence Midtown has in Fort Collins.
Elements such as streetscapes, signage and wayfinding
have a tremendous impact on the overall character of a
district and are simple, but very effective tools, that can
be used very early in the implementation process due to
their relative cost and ability to be relocated, if needed.
The primary objectives of this chapter are:
• Establish a sense of identity, that is iconic and
memorable, for Midtown by celebrating unique char-
acteristics and themes for each Character Area.
• Establish a sophisticated urban design palette of
durable, energy efficient and environmentally con-
scious materials that build off of and reinforce the
already established streetscape palette at Harmony
Road and College Avenue.
• Identify specific locations of various streetscape
elements and list the types of improvements per
street type and public space type. The existing streetscapes in
the Midtown district offer few
amenities for pedestrians and
very little civic directional/
informational signage
4 - StreetScapeS,
Signage & Wayfinding
4-2 fort collins Midtown plan
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A SENSE OF IDENTITY
Upper Midtown - Gardens
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
SPRING
PARK
CREEKSIDE
PARK
FLOWER
TRIAL
GARDEN
U.S. FORESTRY
SERVICE
FOOTHILLS MALL
MIDTOWN
BOOMER ARTS CENTER
MUSIC CO.
FORT COLLINS
YOUTH ACTIVITY
COLLEGE
AMERICA
CAR
DEALERSHIPS
BEST BUY
CO. DIVISION
OF WILDLIFE
INSTITUTE OF
BUSINESS &
MEDICAL
CAREERS
Legend
Midtown Plan Area
(darker aerial area)
Character Area Boundary
4. Streetscapes, Signage and Wayfinding 4-3
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A SOPHISTICATED
URBAN DESIGN PALETTE
Midtown currently has a wide range of streetscape, sig-
nage, and wayfinding elements which appear to have
been installed incrementally and without an over-arching
vision for the Midtown district “brand”. As the major ar-
terial within the district, College Avenue has the greatest
number of signs - most of which are large and internally
illuminated – geared toward catching the eye of passing
automobiles.
The large number of existing retail signs creates a dif-
ficult situation in regard to announcing the unique brand
of Midtown. Set in context with the currently large, loud
and varied palette of signs, the new Midtown urban de-
sign improvements will need to be able to set themselves
apart from the existing cacophony of retail-oriented sig-
nage that dominates the visual landscape.
The proposed urban design palette is presented as a “kit
of parts”. Refer to page 4-12 for specific locations for
each element. The following elements are described in
detail on the following pages:
The Harmony Road gateway
improvements set the tone
and character for the Midtown
streetscape furnishings palette.
existing Signage and
Wayfinding improve-
ments within Midtown
At the intersection of College
Avenue and Harmony Road,
there are existing gateway
improvements that help set
the tone and character for
the Midtown district. The
Harmony Road gateway ele-
ments also help establish
a palette and overall direc-
tion for the colors, materials
and character of Midtown’s
signage and wayfinding
“kit of parts”, and were our
starting point for the recom-
mended signage/wayfinding
and urban design elements.
The proposed urban design
palette references the new
Harmony Road improve-
ments in color (dark bronze)
and materiality (powder-
coated steel and concrete).
Masonry, wood and punched
steel are new materials that
will be unique to Midtown.
streetscapes
• Benches
• Planters
• Trash Receptacles
• Bike Racks
4-4 fort collins Midtown plan
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Streetscapes
In order to create a unified palette for Midtown, all bench-
es, trash receptacles, planters and bike racks are of the
same material (recycled steel), color (powder-coated to
match the Harmony Road dark bronze) and style (simple,
modern and artistic). To accent each sub-area, a cus-
tom pattern is designed to be punched into the steel for
benches, trash receptacles and planters.
benches
Benches are an important element of a streetscape and
contribution to the public realm. They offer respite for
people as they tire from walking, they provide a relaxing
place to people-watch, and a place to gather. Benches
should be inviting to passersby. The benches in Midtown
will be a rather standard public bench made of recycled
steel. The “punched” graphic in the steel will change as
one moves throughout the Midtown area and represent
each sub-area: Upper, Central and Lower Midtown.
Customized, punched steel
streetscape furnishings allow
each Midtown character area
to be unique and recognizable,
while still reinforcing a unified
palette for the overall district.
Benches are designed with punched steel graphics that are
representative of the sub area they would occupy.
4. Streetscapes, Signage and Wayfinding 4-5
public review draft
trash receptacles and planters
Trash receptacles and planters will also include a unique
punched steel graphic depending on the location in the
neighborhood.
bike racks
Bike racks could be used as public art pieces as well
as for functionality. Ideally, bike racks in each sub area
would be made into the shape of each iconic graphic:
gardens (the leaf), arts (curly cues) or technology (arrow).
These iconic bike racks would be most important to be
placed at highly trafficked areas. A more standard bike
rack is shown to the right that could be used in other,
not so highly trafficked areas.
Trash receptacles and planters are designed with punched steel
graphics that are representative of the sub area they would occupy.
In highly trafficked areas, the iconic graphics are envisioned to be
made into bike racks to serve as public art, as well as bike racks.
In less highly trafficked areas, a
more traditional bike rack could
be used.
Punched steel is already used in
downtown Fort Collins.
An example of a bike rack that
also substitutes as public art.
4-6 fort collins Midtown plan
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landscaping
In keeping with the 2012 Green Streets Initiative, the
proposed landscape improvements within Midtown will
have a rich and varied palette of low-water, native
shrubs and perennials. Within the medians, there will
be 80-100% plant coverage, accented with bark mulch,
large boulders and quarry-cut stone. A mixture of river
cobble and gravel will be used to create visual interest
that mimics a flowing, streambed-like aesthetic. Canopy
and ornamental trees will be intermixed informally within
the median shrub beds.
Landscape buffers adjacent to sidewalks will also have
a more dense planting of drip-irrigated shrub beds, re-
placing the typical turf with flowing beds of grasses and
perennials grouped informally, and accented with land-
scape boulders and large shrubs, in addition to trees.
Along College Avenue, the majority of the landscape
buffer (over 60%) will be planted in accordance with the
2012 Green Streets Initiative median landscape stan-
dards, while the remaining 40% can be used for smaller
locations of irrigated turf, which allow for pedestrian
movements while also highlighting the texture of the
ornamental shrub beds.
The promenade area landscaping will also reflect the
dense, richly-textured standard of the College Avenue
landscape buffers, but with a consistent grid of formally-
spaced street trees, ideally planted in a double-row.
Along the smaller, more internal streets with on-street
parking, a greater percentage of the landscape buffer
will be tree lawn and formal placement of evenly-spaced
street trees, allowing for easy egress from cars, and
providing consistent shaded areas for pedestrian move-
ment. For these parallel-parking streets, ornamental
shrub beds will be located at street corners or as part
of larger shrub/tree filtration beds, which are set back 12”
from the curb to allow for pedestrians to exit their cars.
4. Streetscapes, Signage and Wayfinding 4-7
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Where right-of-way width permits, stormwater filtration
beds, which are planted landscape buffers that protect
pedestrians from traffic while also helping to filter pol-
lutants from stormwater, are envisioned. Typically 6-8
feet in width, these landscaped buffers are defined by a
concrete edge that allows water from the sidewalk and
roadway/parking to flow into the planted areas and slowly
filter into the soil to be cleansed before going into the
stormwater system.
In addition to their stormwater filtration properties, the
planted beds also utilize native plants to reduce the
amount of irrigation needed to keep them healthy and
vibrant. A drip system will be installed and used for
several years to establish the plants, and then will be
turned off to only be used to extreme drought conditions.
street lighting
Pedestrian street lights in Midtown will follow the stan-
dard light fixture currently used at the Harmony Road
and College Avenue intersection and near the Downtown
Transit Center along Mason Street. These light fixtures
will be evenly spaced along new and existing streets and
along the Promenade. These lights will also be used
mid-block along College Avenue, but should be mixed
with higher level lighting at major intersections.
Other lighting will occur in conjunction with the poles and
signs described in the next part of this chapter. However,
the signage and pole lighting is only for aesthetic pur-
poses, whereas street lighting should serve to function
as both safety and aesthetic purposes.
Stormwater filtration beds help
filter pollutants from stormwater.
Use the same lighting fixtures
that exist on Harmony Road and
the Downtown Transit Center.
4-8 fort collins Midtown plan
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Signage & Wayfinding
The following pages illustrate a “kit of parts” for Mid-
town’s suggested signage and wayfinding elements.
Each element is briefly described with an associated
rendered elevation and perspective relative to locations
throughout Midtown where each would occur. The color
icons by each elevation is color-coded to reference the
map on page 4-12.
Median gateway art poles
Large gateway art poles in the median of College Avenue
use color, lighting and punched steel graphics to illus-
trate the overall brand of Midtown, as well as where you
are in the district. Designed to reflect the linear nature
of the Midtown corridor, the large poles use back-lit
punched steel graphics to represent the three character
areas within the district). A custom art piece at the top
of the gateway pole reinforces the theme of the character
area, and changes as you move from one character area
to the next.
Gateway art poles are to be located in newly landscaped medians of College Avenue.
Gateway art poles are located
at key locations along College
Avenue to establish a sense of
arrival for each sub-area.
4. Streetscapes, Signage and Wayfinding 4-9
public review draft
Sub-area business signage displays descriptive and directional
information about both civic and retail establishments.
Sub-area idenitification signage
reinforces the character sub-
areas throughout Midtown.
Sub-area business signage between College Ave. and Frontage Rd.
sub-area identification & business signage
The sub-area identification signage reinforces the char-
acter and hierarchy of the larger gateway signs. Drawing
from the character-area specific punched steel backlit
graphic and custom art topper, the sub-area signage
takes this form and uses it to create an illuminated hori-
zontal accent band that reflects the individual character
areas.
Located primarily in mid-block locations along College
Avenue, the sub-area business signs display descriptive
and directional information about both civic and retail
establishments within the district.
4-10 fort collins Midtown plan
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directional/inforMational pole signage
The directional/informational pole signs are meant to
provide both pedestrians and autos with information re-
garding the important locations throughout the district,
and how to access them. Although primarily designed
within the scale of typical civic street signs, they are
able to be customized through additional round “button”
graphics for the MAX stations and mobile-information
points.
Directional/Informational pole signs are meant to provide both
pedestrians and autos with information.
MaX directional signs
In order to effectively advertise and direct pedestrians,
autos and bicyclists to the new MAX stations, a MAX-
specific pole sign has been developed. Utilizing the
round MAX “button” that is used as an add-on to the
Directional/Informational Pole signs, the MAX-specific
signs take the round button and use an arrow to indicate
the relative direction of the MAX station from roadways,
sidewalks and plazas.
4. Streetscapes, Signage and Wayfinding 4-11
public review draft
pedestrian inforMational
Smaller, pedestrian-level signs are intended to be in-
stalled in plazas, public transportation stops, and other
areas where pedestrians dominate the mobility land-
scape. Intended to provide information that pedestrians
can access during a moment of repose or rest, these
signs are more directional – using a list of destinations
and arrows pointing toward them to help pedestrians
understand what is available within Midtown, and how
to get there on foot.
Mobile enabled inforMational
The mobile-enabled signs are similar to the Pedestrian
Informational signs in design and scale, but offer a way
for pedestrians to gather richer information regarding
specific information and locations for retail shops, res-
taurants, cultural facilities and other district destinations
by providing a “you are here” orientation map. Applica-
tions to amenities such as MAX may also be linked to
from the signs to provide up-to-date transit information.
Pedestrian-oriented signs will be installed where pedestrians dominate the mobility landscape, such as
along the Promenade.
4-12 fort collins Midtown plan
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LOCATING STREETSCAPE
ELEMENTS
Correctly locating streetscape elements will be important
for getting the most out of their branding capabilities.
College Avenue and the Promenade will be two major
north-south corridors that link the character areas to-
gether and will be important for providing signage and
establishing the brand for Midtown and directing people
to and from MAX stations. Key streetscape nodes, indi-
cated on the map to the right with “dumbells”, illustrate
where key east-west streetscape concepts would be
highlighted. These east-west connections will seam-
lessly link College Avenue to the MAX corridor. The
design theme for these connections should key off of
design themes from MAX stations while also represent-
ing design themes from the respective Character Areas
in Midtown. The map graphic to the right illustrates with
colored icons where certain streetscape elements, as
described on previous pages, would occur throughout
Midtown.
SIGNAGE & WAYFINDING LOCATION MAP
Midtown Fort Collins Implementation Plan
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CSU
Veterinary
School
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSE
TOOTH
TROUTMAN
HARMONY
4. Streetscapes, Signage and Wayfinding 4-13
public review draft
6-LANE ARTERIAL
(COLLEGE)
X X X X X X X X X X X X
4-LANE ARTERIAL
(MAJOR E/W CROSS STREETS)
X X X X X X X X X X X
2-LANE ARTERIAL
(MASON, ETC.)
X X X X X X X X X X
2-LANE PARKWAY
(TROUTMAN)
X X X X X X X X X X
2-LANE COLLECTOR X X X X X X X X
PROMENADE X X X X X X X X X X
TRANSIT STOPS X X X X X X X X
POCKET
PARK/PLAZA
X X X X X X X X X X
BENCH
PLANTER
TRASH
BIKE RACK
GATEWAY
SUB-AREA
MAX
PEDESTRIAN
LIGHTING
LANDSCAPE
DIRECTIONAL
MOBILE
Streetscape Elements Table
The following table identifies streetscape improvement
elements per street type and public space type in more
detail.
4-14 fort collins Midtown plan
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SUMMARY POINTS
streetscapes, signage & wayfinding
• establish a sense of identity for the 3 Character
Areas:
• Upper Midtown = Gardens
• Central Midtown = Arts
• Lower Midtown = Technology
• Establish a sophisticated urban design palette of
durable, energy efficient and environmentally conscious
materials.
• Position various streetscape elements in specific
locations as called out in this Plan.
5. Parks and Open Space 5-1
public review draft
Providing a rich collection of outdoor places for in-
formal gathering and recreation, as well as planned
promotional activities and community events, is a key
concept for Midtown. This idea arose as a major theme
in community outreach events, in which participants
stated that they wanted places where they could par-
ticipate in events and activities or simply people-watch.
It is envisioned that major open spaces would be City-
driven, or possibly owned and managed by a Business
Improvement District or similar entity, or perhaps could
even be included in a private development project, with
assistance from the City or BID. Major public open
spaces would become destinations in their own right
and contribute to the identity of each sub-area in Mid-
town. Minor open spaces would be Developer-driven
and could be provided in the form of small courtyards,
plazas and dining areas, distributed throughout the cor-
ridor. While privately owned, these spaces would be
accessible to the public and contribute to the quality of
life in Midtown.
Key objectives for this chapter are:
• Create three major public open spaces in Midtown,
one in each Character Area.
• Establish a network of several minor public open
spaces throughout Midtown as part of private devel-
opment projects, but which contribute to the larger
Parks and Open Space concept for Midtown.
• Illustrate several concepts for a proposed major
open space, a civic plaza, in Midtown.
Spring Park is a nearby major
public open space that is linked
to Creekside Park via bike and
pedestrian trails.
Most of the commercial areas of
Midtown are dominated by sur-
face parking lots and lack places
for people.
5 - ParkS & OPen SPace
5-2 Fort collins Midtown Plan
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MAjOr PuBlIC OPEn SPACE
Three major public open spaces, one in each Character
Area, should be developed in Midtown. One of these,
Creekside Park, already exists in upper Midtown, and
could function as the main focal point for the northern
portion of Midtown. The others, for Central and lower
Midtown would need to be created and the basic criteria
for them are listed below.
In most cases, it is envisioned that the City would need to
purchase the land to form the major public open spaces in
Central and lower Midtown. However, as stated before,
it could either be purchased, owned and maintained by
the City or by a Business Improvement District, which is
also common. Another option is to provide incentives for
developers in the event that they want to provide a large
public open space within a single development. Density
bonuses or other forms of incentives could be provided
for this to be appealing to a developer.
Provide places for outdoor recre-
ation and other activities that can
be enjoyed by Midtown residents
and visitors alike.
Providing a rich collection of
outdoor places for informal gath-
ering and recreation, as well as
planned promotional activities
and community events.
This canopy serves as pedestrian
protection from the elements
and as a wayfinding icon and art
installation.
Major public open spaces can be activated and protected by the oc-
cupants of buildings that front onto them.
5. Parks and Open Space 5-3
public review draft
Types of Major Open Spaces
an urban plaza
At least one new space should be an “urban plaza,”
where public events could occur. These could range from
festivals and exhibitions, to a farmer’s market or winter
carnival. One major urban plaza should be located in
Central Midtown, in the vicinity of the emerging arts and
entertainment district.
an urban park
Another public space should be developed in lower
Midtown. This could be a second urban plaza, or a more
conventional urban park, if sufficient land becomes avail-
able. This park could be located near the South Transit
Center and become an extension of and destination of
this major transit center with high intensity uses framing
the park, like residential units or restaurants.
location of Major Open Spaces
Each major public open space should be located where
it will be easily accessible from MAX stations and the
nearby network of pedestrian and bicycle routes. Ideally,
large public open spaces should be located no more than
1/4 mile of a MAX station. Some general locations are
suggested on the Framework Map (see Chapter 1) and
in a series of study sketches in this chapter, but final
locations would emerge after more detailed analysis and
discussions with property owners, and after the appropri-
ate organizational structure is established to build and
maintain the open space.
These large open spaces should be strategically planned
to help stimulate redevelopment of other parcels nearby.
This will influence final decisions about their specific
locations. They should be located near developments
that will have active uses that will help to energize them.
In addition to iconic Character Area public open spaces,
there may be some opportunities to develop other smaller
parks along the edge of the corridor, west of the Mason
Trail. As the density in development occurs along the
MAX line, the need for these spaces may increase.
MONROE
SWALLOW RD
HORSETOOTH RD
MANHATTAN AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
5-4 Fort collins Midtown Plan
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Size of Major Open Spaces
A major urban plaza should be at least one-half acre,
and could be as much as two acres. The key is that it
be large enough to stage events of a substantial size,
and yet still be of a scale that is comfortable for smaller
informal groups.
An urban park could be larger, in the range of four acres,
if land is available. This in part would be in response to
the increase in residential population that is envisioned
for the area.
Design Character of Major Open Spaces
Each civic space should have a distinct identity and thus
should have some unique elements. Major public art in-
stallations would be one way of doing so. At the same
time, some of the elements of the overall streetscape
palette proposed for Midtown should be used, such that
each space is understood to be part of the public realm.
A civic space should have a
distinct identity and thus should
have some unique elements.
Major public art installations
would be one way of providing a
distinct identity to a civic space.
Outdoor places should provide places for informal gathering as well
as planned, promotional activities and community events.
5. Parks and Open Space 5-5
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MInOr PuBlIC OPEn SPACE
An essential part of the framework concept for Midtown is
to establish a network of smaller outdoor open spaces
as part of individual private development projects that
would contribute to the vitality and appeal of the area.
These open spaces would be accessible to the general
public and connected to the larger pedestrian/bike and
parks and open space networks, but would be managed
and maintained by the private owners. They would be
linked by a series of streets, paths and sidewalks that
would facilitate access. (note that many developments
will also have other outdoor use areas that are private,
for exclusive use of residents and other users.) not
every redevelopment project would necessarily provide
this type of amenity, but should be encouraged to do
so, and incentives could be provided to assist in their
development (see Chapter 8).
A signature element, such as this
large fountain sculpture, can give
distinct identify to a minor open
space.
An essential part of the frame-
work concept for Midtown is to
establish a network of smaller
outdoor places as part of in-
dividual private development
projects.
Minor public open spaces should
contribute to the vitality and ap-
peal of the area.
Minor public open spaces should be accessible to the general pub-
lic and connected to the larger pedestrian/bike and parks and open
space networks.
5-6 Fort collins Midtown Plan
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Types of Minor Open Spaces
a plaza
Small plazas that also serve the abutting uses is one type
of minor public open space. These plazas could serve
as an entryway to a higher density residential buildings
or as a resting place for a buildings’ employees. Places
to sit should be provided and it should feel welcome to
the general public, with natural amentities such as water
features and pleasant landscaping.
outdoor cafe seating
An outdoor dining area that spills out of a restaurant
or cafe could also serve as a minor public open space.
This may or may not be in conjunction with a plaza, but
would include public amenities as well as private seating
for customers.
mid-block passage
Mid-block passages would also be considered a minor
open space and should be treated as such, offering pub-
lic amenities such as places to rest and lighting to keep
them safe. These places should act more like a linear
plaza than a “cut through” so people activate them.
location of Minor Open Spaces
While specific locations for minor open spaces would de-
pend upon the individual redevelopment projects, these
are some general principles for their preferred locations:
• Near a MAX station.
• Along a pedestrian and/or bicycle route.
• Positioned to be visible and accessible from a public
area.
• Positioned to make use of solar access opportunities.
Size of Minor Open Spaces
The size of minor open spaces should be less than one-
half acre.
Design Character of Minor Open Spaces
Minor open spaces will be unique to each individual proj-
ect, but should also try to emulate the design character
of the overall district, with similar materials, schemes
and artwork.
A small plaza serves abutting
uses as well as the public.
Outdoor cafe seating areas can
be combined with plaza-like
public amenities.
Artwork and lighting make mid-
block passages feel more like
open space and less like a cut-
through.
5. Parks and Open Space 5-7
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COnCEPTS FOr A CIvIC PlAzA
There are several locations where a civic plaza could be
successful, in terms of serving Midtown. One potential
location is on the west side of College Avenue, near
the intersection of Foothills Parkway. Three alternative
approaches are illustrated on the pages that follow for
that location. These concepts are shown in the context
of other potential redevelopment that could occur in the
area.
These concepts include:
• A major public plaza
• Pedestrian passageways from a nearby MAX station,
connecting to the plaza
• A potential civic building
• An extension of Mason Street
• A parking structure with a wrap of commercial and/
or residential uses
Each concept tests a balancing of location consider-
ations. One is more directly linked to the MAX station.
The others place a plaza along the College Avenue edge.
note that these sketch studies are illustrative only
and do not represent formal development proposals.
no impact on existing property owners is intended.
A potential civic building could
help to frame the plaza.
Pedestrian passageways from a
MAX station should connect into
the plaza.
An amenity such as a fountain
can draw people in and serve as
an iconic meeting place.
5-8 Fort collins Midtown Plan
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civic plaza concept a
This concept creates a rectangular plaza that extends
along an east-west axis. It provides a direct link to the
Promenade and the MAX station, while also serving as
a view terminus from College Avenue. A civic building
frames the southern edge of the plaza, and a parking
structure, with a wrap of other uses, defines the northern
edge. Asecond green space leads directly from the MAX
station to Mason Street. Finally, a smaller open space is
positioned at the northwest corner of College and Foot-
hills, to “lead” people into the complex.
auto/Ped/Bike
connector
Ped/Bike connector
Underpass to
Foothills Mall
college
Foothills
Swallow
Mason extension
civic Facility
Mixed use residential
frames green space
Urban civic Plaza links
Promenade to Foothills
Mall
Green open space links
MaX station to Mason
Mixed use with interior
parking structure
Green open space
gateway to civic area
Small outdoor court-
yard with green buffer
MaX Station
Green courtyard
Green courtyard
5. Parks and Open Space 5-9
public review draft
Mason extension
college
Foothills
Swallow
Mixed use residential
frames green space
Small outdoor courtyard
with green buffer
Green courtyard
Green open space links
MaX station to Mason
Mixed use with interior
parking structure
Green open space
gateway to civic area
MaX Station
Green courtyard
arcade
civic Facility view ter-
minus from Foothills/
college intersection
Urban civic Plaza
bridges Mason and
college
civic plaza concept b
This concept locates the main plaza at the southwest
corner of College and Foothills. This maximizes visibil-
ity from College. An arcade provides a direct link to the
Promenade and the MAX station, while also serving as
a view terminus from College Avenue. A civic building
also frames the southern edge of the complex, and a
parking structure, with a wrap of other uses, lies along
the northern edge of the arcade. A second green space
leads directly from the MAX station to Mason Street.
Finally, a smaller open space is positioned at the north-
west corner of College and Foothills, to “lead” people
into the complex.
auto/Ped/Bike
connector
Ped/Bike connector
Underpass to
Foothills Mall
5-10 Fort collins Midtown Plan
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Mixed use residential
frames green space
Urban civic Plaza links
Promenade to Foothills
Mall
Green open space links
MaX station to Mason
Mixed use with interior
parking structure
arcade
Small outdoor court-
yard with green buffer
MaX Station
contemporary auto
plaza fronts Mason and
college
Green courtyard
auto/Ped/Bike
connector
Ped/Bike connector
Underpass to
Foothills Mall
civic plaza concept c
This concept also locates the main plaza at the southwest
corner of College and Foothills, but places a building at
the corner to define the block face. A second building
anchors the northwest corner of this intersection as well.
This could be an “urban” auto dealership. An arcade
provides a direct link to the Promenade and the MAX
station. A civic building also frames the southern edge
of the complex, and a parking structure, with a wrap of
other uses, lies along the northern edge of the arcade. A
second green space leads directly from the MAX station
to Mason Street.
5. Parks and Open Space 5-11
public review draft
SuMMArY POInTS
parks and open space
• Provide a rich collection of outdoor places for in-
formal and formal gathering.
• Each character area should have one major open
space (traditional park, urban plaza or urban park)
that is owned and maintained by the City or a BID.
• Must be located within 1/4 mile of a MAX station.
• Should be approximately 1/2 acre to 2 acres, but
should not exceed 4 acres.
• Minor open spaces that are publicly accessible and
connected to the larger pedestrian and bike network
are located throughout the neighborhood. These open
spaces are developer-driven and privately managed,
and include small courtyards, plazas, and dining ar-
eas.
• less than 1/2 acre in size.
5-12 Fort collins Midtown Plan
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tHis page intentionallY left blank.
6. Development Prototypes 6-1
public review draft
Chapter 6 illustrates conceptual development prototypes
and phasing recommendations for a variety of existing par-
cel sizes and uses. Note that these scenarios illustrate the
redevelopment principles on a variety of lots. They are not
formal proposals for any specific properties and their pro-
grams are “ideal scenarios” for high density development,
although not every property will develop in this manner.
For example, most case studies show structured parking,
but it should be understood that this scenario would not
be realistic for every single block in Midtown.
The primary objectives for this chapter are:
• Use various case studies to ilustrate a range of
redevelopment conditions and opportunities for a
wide range of property owners to participate
Current uses and building
forms in Midtown cater to the
automobile and do not maximize
the potential of the land.
As properties redevelop, parking
should be moved to the back of
buildings and should be masked
with landscaping.
6 - DeveloPment
PrototyPes
6-2 Fort Collins midtown Plan
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*note that the site plans presented in this section are of approximately the
same scale.
street
street
Auto/Ped/Bike
Connector
Ped/Bike Connector
CASE STUDY 1:
Small Parcel Development:
This small parcel could be developed under single own-
ership immediately. The moderate depth of the parcel
encourages more compact development, requiring struc-
tured parking. An internalized, outdoor courtyard near the
promenade enhances walking and biking experiences for
residents and transit users.
mAX station
structured parking framed
with other uses
outdoor courtyard
approx. 450’
approx. 500’
mAX station
6. Development Prototypes 6-3
public review draft
case study 1
Property Area:
3.5 AC
Building Program:
Commercial - 25,000 gsf
Residential - 250,000 gsf /
(240 units)
Building Height:
4 stories
Parking Spaces :
Structured - 360 spaces
Key design PrinciPles:
• Buildings address and define streets
• Encourage pedestrians and bicycles
• Provide connection to transit station
• Provide promenade along transit corridor
• Create internal plazas and open space
• Variation in building form
• Internalize and wrap parking
• Minimize curb cuts
illustrations:
Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in
the sketch plan and their related design principles.
6-4 Fort Collins midtown Plan
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Internal north-south
circulation
surface parking behind
frontage building
mAX station
existing building
Pedestrian connection
to street system
structured parking
framed with other uses
street
street
College Ave.
CASE STUDY 2:
Medium Parcel Development:
This medium-sized parcel could be developed as two or
three individual projects, phased over time or it could be
built concurrently. The varying depth of the block allows for
an internal north-south connector for automobiles, bicycles,
and pedestrians. An east-west pedestrian path connects
the MAX station and promenade to the street system. An
outdoor courtyard rests between the residential wings and
opens onto the pedestrian connector.
Auto/Ped/Bike
Connector
Ped/Bike Connector
6. Development Prototypes 6-5
public review draft
case study 2
Property Area:
7 AC
Building Square Footage:
Retail/Office - 50,000 gsf
Residential - 462,000 gsf /
(450 units)
Building Height:
4-5 stories
Parking Spaces
Structured - 600 spaces
Surface - 90 spaces
Key design PrinciPles:
• Buildings address and define streets
• Encourage pedestrians and bicycles
• Provide connections to transit station
• Provide promenade along transit corridor
• Create internal plazas and open space
• Fragment building form
• Provide north-south circulation option mid-block
• Internalize and wrap parking
• Minimize curb cuts
illustrations:
Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in
the sketch plan and their related design principles
6-6 Fort Collins midtown Plan
public review draft
CASE STUDY 3:
Medium Parcel Development:
This medium-sized parcel has a deep width between MAX
and College Avenue, which allows for a mid-block north-
south connector. Structured parking is framed by residential
buildings, while surface parking sits behind frontage build-
ings along College Avenue. A focal point and outdoor plaza
in the interior of the block is located at the terminus of an
east-west connector.
surface parking behind front-
age building
structured parking framed
with residential buildings
outdoor courtyard
Internal north-south circula-
tion
street
street
College Ave.
existing building
existing building
Auto/Ped/Bike
Connector
Ped/Bike Connector
6. Development Prototypes 6-7
public review draft
case study 3
Property Area:
6 AC
Building Square Footage:
Retail/Office - 33,000 gsf
Residential - 270,000 gsf /
(240 units)
Building Height:
4 stories
Parking Spaces
Structured - 360 spaces
Surface - 100 spaces
Key design PrinciPles:
• Buildings address and define streets
• Encourage pedestrians and bicycles
• Provide promenade along transit corridor
• Create internal plazas and open spaces
• Provide north-south circulation option mid-block
• Internalize and wrap parking
• Minimize curb cuts
illustrations:
Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in
the sketch plan and their related design principles
6-8 Fort Collins midtown Plan
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CASE STUDY 4:
Large Parcel Development:
This large parcel could be assembled as one project or it
could be four individual development projects by different
owners. The deep east-west width of the block allows for
an internal north-south connector for automobiles, bicycles,
and pedestrians. An east-west pedestrian path connects
the MAX station and promenade to the street system. A
privately developed courtyard also lies along the north-
south street.
Auto/Ped/Bike
Connector
Ped/Bike Connector
Internal north-south
circulation
surface parking behind
frontage building
mAX station
existing buildings
Pedestrian connection
to street system
structured parking
framed with other uses
street
street
College Ave.
6. Development Prototypes 6-9
public review draft
case study 4
Property Area:
10 AC
Building Square Footage:
Retail/Office - 65,000 gsf
Residential - 350,000 gsf /
(340 units)
Senior Hsg. - 125,000 gsf /
(90 units)
Parking Spaces
Structured - 360 spaces
Surface - 200 spaces
Key design PrinciPles:
• Buildings address and define streets
• Encourage pedestrians and bicycles
• Provide connection to transit station
• Provide promenade along transit corridor
• Create internal plazas and open space
• Articulate building forms
• Internalize and wrap parking
• Minimize curb cuts
illustrations:
Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in
the sketch plan and their related design principles
6-10 Fort Collins midtown Plan
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CASE STUDY 5:
Big Box Reuse:
This diagram shows how an existing “big box” (perhaps
no longer in use) could be adaptively re-used as an interim
measure. The site backs onto the BRT route and the primary
structure is set back from College with parking in front. In
this scenario, the “big box” is divided to house smaller
retailers - some that face College and some that face the
BRT route and Promenade. This activates both sides of
the property, therefore sustaining the building’s short-term
use. A new building anchors the northeast corner of Col-
lege Avenue.
street
street
College Ave.
new atrium and public
walkway through bldg.
Facade improvements
to “back side” of big
box
existing buildings
existing strip Center
new liner building to
hold the street corner
new party walls for
smaller retailers
Auto/Ped/Bike
Connector
Ped/Bike Connector
6. Development Prototypes 6-11
public review draft
Key design PrinciPles:
• Repurpose vacant/shrinking big box stores
• Activate BRT route and Promenade
• Hold corner to provide a more urban edge on
College
• Provide for mid-block ped/bike crossings
• Create an internal plaza or green
• Mask parking
illustrations:
Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in
the sketch plan and their related design principles
case study 5
Property Area:
7 AC
Building Square Footage:
Existing - 100,000 gsf
New - 30,000 gsf
Parking Spaces
Surface - 150 spaces
Former IGA grocery store in Boulder, CO that was redeveloped to hold
smaller retailers and restaurants - shown above are the front and back sides.
6-12 Fort Collins midtown Plan
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CASE STUDY 6:
A “Tech Works” Center:
Some blocks that abut the BRT are relatively narrow, which
will influence the size and shape of potential redevelopment
projects. Several of these blocks presently have smaller
industrial and office buildings, of relatively low intensity, in
terms of land development. This scenario tests the ability
to adapt some of these buildings to new uses and to insert
some new structured that would complement the mix.
This area may have special appeal for startup businesses,
research and development firms, and high tech firms that
clustered in a “skunkworks.” These businesses would
benefit from direct access to the BRT, and would make use
of smaller outdoor courtyards and plazas. As redevelop-
ment occurs in steps, buildings could be repurposed into
a campus of smaller, incubator spaces, with amenities that
would appeal to this creative work group.
mason
new
new
new
repurpose existing light industrial
buildings into small, incubator
spaces for high-tech companies
and start-ups
new building to anchor and
support the Brt station
Hardscaped, formal plaza at Brt
station for passengers to enjoy
Brt station
repurpose existing light industrial
buildings into small, incubator
spaces for high-tech companies
and start-ups
new
Auto/Ped/Bike
Connector
Ped/Bike Connector
6. Development Prototypes 6-13
public review draft
Key design PrinciPles:
• Repurpose existing buildings with appropriate uses
• Provide a pleasant outdoor space
• Provide connections to transit station
• Provide promenade along transit corridor
• Create internal plazas and open space
• Mask parking
• Activate Mason Street
case study 6
Property Area:
4.8 AC
Building Square Footage:
Existing - 37,000 gsf
New - 44,000 gsf
Parking Spaces
Surface - 120 spaces
illustrations:
Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in
the sketch plan and their related design principles.
6-14 Fort Collins midtown Plan
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CASE STUDY 7:
Multiple Blocks Coordinated
This scenario illustrates how the principles for redevelop-
ment can extend to several adjoining blocks, in which
public streets and internal private lanes are interconnected
to provide continuity of circulation. New buildings define
street edges, with parking located to the interior (some in
surface lots, others in structures.) Open spaces provide
pedestrian access through some blocks as well, and reduce
walking distances.
Combined, these blocks are more intense in the density of
their development. While some buildings are only two or
three stories, some rise to four and even five stories.
mid-block pedestrian cross-
ing and formal open space
residential block (4-5 stories
w/ structured parking)
solar Carports
new mixed use
development fronting
College
new residential block (2-3
stories w/ surface parking)
existing restaurant
new residential or
commercial office
residential buildings along
extended
Auto/Ped/Bike
Connector
Ped/Bike Connector
street
street
street
street
6. Development Prototypes 6-15
public review draft
Key design PrinciPles:
• Break up into smaller blocks to provide a more
pedestrian friendly environment
• Provide a diversity of higher density housing
options
• Buildings address and define streets
• Encourage pedestrians and bicycles
• Create internal plazas and courtyards
• Internalize and wrap parking
• Minimize curb cuts
case study 7
Property Area:
13 AC
Building Square Footage:
Retail/Office - 93,000 gsf
Residential -285,000 gsf /
(285 units)
Parking Spaces
Structured - 360 spaces
Surface - 340 spaces
illustrations:
Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in
the sketch plan and their related design principles
6-16 Fort Collins midtown Plan
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CASE STUDY 8:
Redevelopment of an Auto Dealership:
As Midtown redevelops into a pedestrian-first environment,
some existing car dealerships may decide to redevelop.
This scenario shows how an auto dealership along College
Avenue might redevelop over time into a more “urban”
format, in a new building that fronts the street and where
cars might be displayed in a smaller frontage corner loca-
tion, with extra cars exhibited atop the building. In this
particular example, the parcel is large enough that the
existing building could remain in business while the new
building is constructed and then cars could be moved to
their new locations to allow the rest of the block to rede-
velop into a more urban edge along the proposed Mason
Street extension.
Existing Condition Redevelopment scenario
College Ave.
Auto
dealer
College Ave.
mason st. (extension)
Brt route
Promenade
Auto dealer
with parking
above
Commercial
residential
6. Development Prototypes 6-17
public review draft
Key design PrinciPles:
• Create urban edge along College
• Allow uses to stay and redevelop over time
• Create a smaller display area for cars and move the
rest out of sight, but easily accessible
• Allow for penetration of Mason Street
• Engage Mason Street and BRT route
illustrations:
Below are some examples of buildings and their adjacent space that represent the scale of development illustrated in
the sketch plan and their related design principles.
case study 8
Property Area:
4.5 AC
Building Square Footage:
Auto - 35,000 gsf
Retail/Office - 25,000 gsf /
Residential - 143,000 gsf /
(145 units)
Parking Spaces
Structured - 300 spaces
Surface - 150 spaces
6-18 Fort Collins midtown Plan
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PHASINg STUDY:
The preceding Case Studies illustrate the cumulative ben-
efits of coordinating redevelopment on abutting sites. In
some cases, individual redevelopment projects may oc-
cur concurrently with others, which is ideal. That will yield
more integrated circulation and open space systems and a
reconfigured street edge character. However, there will be
situations in which properties will improve in phases. Some
may redevelop early in the plan implementation years, while
other sites will redevelop at a later time. Still others may
see interim façade rehabilitations, deferring more extensive
redevelopment until later. Market forces, parcel assembly
patterns and the plans of individual property owners and
developers will influence these schedules.
The series of sketch plans on these pages illustrates the
feasibility of implementing improvements in phases. It uses
a set of blocks with “real” parcel lines, and imagines a vari-
ety of scenarios that individual property owners might take.
The sketch plans show three phases of improvements, with
some of the earlier projects being more modest than some
of the later ones, which reach greater densities.
The take away for each phase is that it gets incrementally
more dense. The less problematic sites, i.e. the ones under
single ownership or already consolidated parcels, are the
first ones to redevelop while the more complicated sites
to redevelop happen in the longer-term. The MAX stations
show up in the second phase, insinuating that redevelop-
ment could, and should, start as soon as possible.
Note that this study is for illustrative purposes only and
does not reflect formal proposals by any property owners
or by the city.
6. Development Prototypes 6-19
public review draft
Starting Conditions
Phase 1 Improvements
6-20 Fort Collins midtown Plan
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Phase 2 Improvements
Phase 3 Improvements
mAX station
mAX station
6. Development Prototypes 6-21
public review draft
SUMMARY POINTS
develoPment PrototyPes
• A variety of parcel sizes and development proto-
types can and should play a role in the revitaliza-
tion of Midtown - new development should not only
consist of large-parcel, mixed-use development.
Smaller, nuance site designs and development pro-
totypes will add to the overall character and charm
of Midtown.
• Concepts shown are “ideal scenarios” for high-
density development. Market conditions at the time
of development will determine the true outcome,
however, solid urban form and principles should be
followed.
• New development can be phased to allow funds
to be secured and development to realistically hap-
pen over time.
6-22 Fort Collins midtown Plan
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tHis Page intentionally leFt BlanK.
7. Design Guidelines 7-1
public review draft
Midtown is envisioned as transforming from an auto-
oriented, single-use retail environment into a mixed-use,
transit-oriented, vibrant neighborhood that supports
a variety of incomes, where design is paramount and
the identity of Midtown is established and authentic. In
order to implement this vision for Midtown, the City will
need to guide development to assure that goals of the
vision are being met. This chapter provides a starting
point for overall design guidelines for Midtown.
By and large, the stated design principles and guidelines
work within the existing land use code - they are simply
design solutions to the public realm, site and building
that help establish the “sense of place” for Midtown.
However, it is important to note that some amendments
to the land use code may be needed to support imple-
mentation of certain guidelines.
The primary objectives for this chapter are:
• State the primary design principles for Midtown.
• Establish a set of design guidelines for the public
realm, the site and the building that help implement
the design principles and overall vision for the future
of Midtown.
The pedestrian experience along
many streets in Midtown is less
than desirable.
Midtown is currently a single use
retail environment that caters to
the automobile.
7 - DesiGn GuiDelines
7-2 Fort Collins Midtown Plan
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DESIgn prInCIplES
p1: Achieve excellence in design.
Each project in Midtown should express excellence in
design, and it should raise the bar for others to follow.
This includes using high quality materials and construc-
tion methods and paying attention to detail.
p2: promote creativity.
Innovation in design is welcomed in Midtown. Exploring
new ways of designing buildings and spaces is appropri-
ate when they contribute to a cohesive urban fabric. This
type of creativity should be distinguished from simply
being “different.”
p3: Design with authenticity.
Midtown should be defined by buildings and places that
reflect their own time. The result should be a sense of
authenticity in building and materials. All new improve-
ments should convey this quality.
p4: Design with consistency.
Buildings and places in Midtown should have a cohesive
quality in the use of materials, organization of functions
and overall design. Each new project should also embody
a single, consistent design concept.
p5: Design for durability.
Midtown’s buildings and spaces should be designed for
the long term with durable materials.
P5: Design for durability.
P2: Promote creativity.
P1: Achieve excellence in design
P4: Design with consistency.
7. Design Guidelines 7-3
public review draft
p6: Design for sustainability.
Aspects of cultural, economic and environmental sus-
tainability that relate to urban design should be woven
into all new improvements.
p7: Enhance the public realm.
Sidewalks, promenades and other pedestrian ways
should be designed to invite their use through thoughtful
planning and design. Improvement on private property
also should enhance the public realm.
p8: Enhance the pedestrian experience.
Each improvement project should contribute to a pe-
destrian-friendly environment. This includes defining
street edges with buildings and spaces that are visually
interesting and attract pedestrian activity.
p9: provide open spaces and habitat.
These include public and private squares, promenades,
plazas and courtyards. Enhance natural resources when
they exist, or create pockets of habitat for wildlife on-
site, for the public to experience.
p10: Keep the automobile subordinate.
parking lots and structures should support other func-
tions and not dominate the urban setting. They should
be hidden, or at least visually buffered. P7: Enhance the public realm.
P6: Design for sustainability.
P9: Provide open spaces and
habitat.
7-4 Fort Collins Midtown Plan
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DESIgn guIDElInES
It is important that each development contributes to
an overall sense of continuity and identity in Midtown.
Design principles that encourage compatible scale and
pedestrian-oriented environments serve as the basis for
the guidelines in this section.
Design guidelines for the public realm
design of the public realm
The public realm of Midtown should be dynamic, active,
inviting and be of high-quality materials.
1. Development projects should be designed to con-
tribute to the public realm in a positive way using
the following design elements.:
• Active street frontages
• pedestrian-oriented entries
• Street-facing windows
• Small, public spaces linked to the sidewalk
• public art
Storefront windows and outdoor
patios should activate the public
realm.
Mid-block passages enhance the
public realm.
Open space that can be enjoyed visually and functionally is considered
to be “positive,” as opposed to areas that are not well designed to
accommodate use or serve as a visual amenity.
Shared trail
Positive open space
These design guide-
lines may be applied
by the City, the urA, or
a BID, when consider-
ing assistance or par-
ticipating in projects
in the Midtown area.
They also may be used
voluntarily by others
who seek to contribute
to the overall sense of
continuity and identity
that is envisioned. The
City’s land use Code
continues to apply, al-
though some revisions
may be needed.
7. Design Guidelines 7-5
public review draft
pedestrian connections
pedestrian circulation systems should provide access to
buildings, courtyards, internal paths and plazas. These
should interconnect to facilitate pedestrian movement
throughout the area. In most cases, these connections
will simply involve providing an extension of the exist-
ing sidewalk network, but may also include new internal
circulation systems within a development.
1. Connect new development to external pedestrian
ways.
a. Appropriate pedestrian connections include:
• Sidewalks
• Internal walkways, within an individual property
• Mid-block passages
• Multi-use alleys
2. locate a new walkway to animate the Midtown
pedestrian network and its associated outdoor
spaces.
a. Direct a walkway through a plaza, courtyard or
other outdoor use areas to help animate the space.
3. use landscaping, special paving and distinct light-
ing to make the walkway an attractive, inviting and
safe experience.
Direct a walkway through a plaza, courtyard or other outdoor use
areas to help animate the space.
Provide connections to public
sidewalks.
Provide pedestrian connections
between properties.
Provide street trees to make the
walk pleasant.
7-6 Fort Collins Midtown Plan
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A customized design for site
furniture is appropriate.
Locate public art to help activate
an outdoor space.
Public art should contribute to
a better pedestrian experience
(photo credit: Richard Hansen).
public art
Installing public art is highly encouraged as a way of
bringing visual interest and special identity throughout
Midtown. A wide range of art media, from sculpture to
murals and artistic lighting, can be appropriate.
1. incorporate art in a public and private project.
a. public art should be complementary to the primary
structure on site and the surrounding context.
b. A public art piece located exterior to a building
should be suitable for outdoor display, including its
long-term maintenance and conservation require-
ments.
c. utilizing the “Art in public places program” is en-
couraged, especially including an artist in the design
phase of a project. Art should be project-specific and
well-integrated into a project.
2. Design public art to enhance the public realm and
the pedestrian experience.
a. use public art to enhance places of community
gathering and active public use.
b. Avoid designs that impede pedestrian flow or
could endanger the safety of adjacent property, pe-
destrians, or automobile traffic.
c. Consider a public art location that will frame or
enhance an important public view opportunity.
Public art can double as useful public space, in this case, benches
and small “plaza” (photo credit: Joe McGrane).
Public art should be contextual
7. Design Guidelines 7-7
public review draft
Design guidelines for the Site
This section addresses site design within a single parcel
or assembled group of parcels or within a project site.
The objective is to promote projects that have a com-
prehensive approach to the use of land, with a focus on
enhancing the street, providing for efficient functional
requirements and high quality improvements.
building setbacks and build-to lines
The uniform alignment of building fronts along a block
helps to define a “street wall,” which provides a sense
of enclosure and a comfortable scale for pedestrians.
1. Buildings should align at the sidewalk edge.
a. For predominantly commercial character, a clearly
defined street edge may be varied to some extent for
outdoor dining, plazas and courtyards.
b. For areas predominantly multifamily residential,
buildings should establish a uniform front yard setback
to provide room for stoops and porches.
In areas that are predominantly commercial in character, buildings
should align at the sidewalk edge.
Buildings should establish a
uniform front yard setback. In
multifamily contexts, this should
provide space for stoops and
small courtyards.
A clearly defined street edge,
composed of storefronts at the
sidewalk, is the preferred pattern
in commercial areas.
In residential areas, buildings
should establish a uniform front
yard setback
7-8 Fort Collins Midtown Plan
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building entrances
Building entrances should be accented to provide hierar-
chy to a building’s facade and direct the buildings’ users.
The objective is to provide a sense of connection with
the neighborhood, and add “eyes on the street.”
1. Orient the primary entrance of a building to face
a primary street, sidewalk, or plaza.
a. primary entrances should orient to a major street,
sidewalk, or plaza. In some cases, the front door it-
self may be positioned perpendicular to the street, in
which case, the entry should still be clearly defined.
2. Design the main entrance to a building to be clearly
identifiable.
a. provide a sheltering element such as a canopy,
awning, arcade or portico to signify the primary
entrance to a building. This may be achieved by in-
corporating a porch, stoop or canopy for residential
building types, or a recessed entry, canopy or awning
for commercial/mixed-use building types.
A corner tower defines a primary building entrance.
A pergola defines the entry into
a multifamily project.
A canopy defines the entry into
a mixed use project.
Provide a sheltering element
such as a canopy, awning, arcade
or portico to signify the primary
entrance.
7. Design Guidelines 7-9
public review draft
open space and habitat
Open space should be provided in a project, when op-
portunity exists and may take the form of a plaza, court-
yard, mini-park or a landscaped feature that is visible
from the public way.
1. Create open space for public enjoyment.
a. Where open space is required for landscaping,
consider designing the area so that it can be used or
observed by the public as an asset.
b. Include shade trees, seating, dining areas, and
water features as public amenities.
c. When open space is needed to meet engineering
requirements, such as storm water retention, con-
sider designing the feature or area so that it can be
actively used or observed by the public as an asset.
d. Incorporate native or wildlife-friendly plants to
attract pollinators and other species to the site.
e. Create vegetation structure in the site. For exam-
ple, layer grasses, shrubs and trees to provide refuge
for species and viewing opportunities for residents.
Stormwater detention facilities
can be designed to be enjoyed
by the public.
Hardscape plaza amenity.
Softscape natural amenity.
Layer grasses, shrubs and trees top provide refuge for species and
viewing opportunities for residents.
Create open space for public
enjoyment.
7-10 Fort Collins Midtown Plan
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courtyards and plazas
Courtyards and plazas provide places for people to
gather, engage in activities and enjoy a sense of com-
munity, and these are encouraged throughout Midtown.
These places should be planned to activate streets and
enhance the pedestrian experience.
1. Design a plaza or courtyard to be inviting.
a. Orient this space to link with other pedestrian ac-
tivities, primary circulation paths, views and natural
features.
b. Size the space to provide a comfortable scale for
pedestrians.
c. Define the space with building fronts that convey
a human scale.
d. locating a space at the sidewalk level is pre-
ferred; a sunken or raised courtyard separated from
the sidewalk is discouraged.
e. Take advantage of solar access.
f. provide seating so people may rest.
Design a plaza or courtyard to be inviting.
Courtyards and plazas provide
places for people to gather,
engage in activities and enjoy a
sense of community.
Orient plazas/courtyards to link
with other pedestrian activities,
circulation paths, views and
natural features.
Plazas and courtyards should
take advantage of solar access.
Size the space to provide
a comfortable scale for
pedestrians.
7. Design Guidelines 7-11
public review draft
outdoor dining areas
Outdoor dining areas and sidewalk cafés help animate
the public realm and are welcomed throughout Midtown.
1. locate an outdoor dining area to accommodate
pedestrian traffic along the sidewalk.
a. placing the dining area immediately adjacent to a
building front is preferred, thus maintaining a public
walkway along the curb side.
b. Maintain a clear path along the sidewalk for pedes-
trians; a width of 8 feet for this clear path is recom-
mended, but this may be reduced to 5 feet where no
other obstacles in the sidewalk will impede pedestrian
traffic.
c. Frame outdoor dining areas with walls that are
visually interesting and provide a human scale. (See
also building design guidelines on page 7-22.)
Locate an outdoor dining area to accommodate pedestrian traffic
along the sidewalk.
Placing the dining area
immediately adjacent to a
building front is preferred, thus
maintaining a public walkway
along the curb side.
Outdoor dining areas and
sidewalk cafés help animate the
public realm and are welcomed
throughout Midtown.
Maintain a clear path along the
sidewalk for pedestrians.
7-12 Fort Collins Midtown Plan
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surface parking on site
A goal for Midtown is to increase the density of devel-
opment such that most parking will be in structures,
either in facilities primarily designed for parking, or in a
building in which parking serves other uses on the site.
However, some surface parking will continue to be nec-
essary. Where it does occur, the visual impact of surface
parking should be minimized.
1. locate a parking area to the interior of a site where
feasible.
a. This is especially important on a corner property.
b. This is generally more visible than an interior lot,
and it is important to provide a sense of enclosure to
the street wall.
c. place the parking at the rear of the site, or if this
is not feasible, beside the building.
d. provide a clear path from parking to a building
entrance.
2. Provide a visual buffer where a parking lot abuts
a public sidewalk.
a. note that “buffering” does not mean fully screen-
ing the parking, but it does involve creating a visual
“filter” that softens the view of parked cars.
b. A low wall may be used as a buffer. Its materials
should be compatible with those of the building on
the site.
c. A planted buffer may also be used, consisting of
a combination of trees, shrubs and ground covers.
(usually a minimum of 3 feet in width.)
Screening the parking with a
visual filter softens the view of
parked cars.
A planted buffer may consist of a
combination of trees, shrubs and
ground covers, as this one does.
Divide a large parking area into small “pods” with landscape buffers.
P
P
P
P
P
P
7. Design Guidelines 7-13
public review draft
structured parking
The design of structured parking facilities, whether at-
tached to buildings or stand alone structures, should be
similar in material and design quality as the buildings
they serve.
1. When parking in a structure occurs at the street
level on a primary street, it should have an active
use at the sidewalk edge.
a. An active use may include residential units, com-
mercial storefronts, office space and/or civic uses.
b. On a secondary street, other methods of providing
visual interest may be employed. In these locations,
use architectural details, murals and public art, wall
sculpture, landscaping or display cases at the street
level to provide interest to pedestrians.
2. An architectural screen should be an integral part
of the building design of a parking structure.
a. Screens should be of durable materials and finish.
b. Screens should include decorative patterns, rail-
ings and details to provide visual interest.
3. Massing of parking structures
a. Massing of parking structures should be similar in
scale to other adjacent active use buildings.
The massing of a parking structure should appear similar in scale to
other active use buildings in the area. (This structure has an interior
parking deck behind the “wrap” of articulated storefronts).
An architectural screen should
be an integral part of the building
design.
When parking in a structure
occurs at the street level on a
primary street, it should have an
active use at the sidewalk edge,
as this one does.
Parking garages screened with
buildings or ground floor uses
help to maintain the scale of an
urban street.
7-14 Fort Collins Midtown Plan
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structured public parking location criteria
A publicly developed, or assisted, parking structure
should be located close to a MAX transit station to opti-
mize use of the BrT. It should also be located in an active
TOD (transit -oriented development) environment, where
it can support a mix of uses in a relatively dense setting.
1. locate a public parking structure within a planned
Transit Oriented Development.
a. A planned TOD project should be a minimum of 6
acres.
b. The area should include higher density housing,
an urban plaza and/or green space, and mixed-use
buildings. It should be an inviting, pleasant, walkable
environment.
Locate a public parking structure within a planned TOD.
The TOD area should include
high-density housing
A planned TOD area should
be a minimum of 6 acres.
College Avenue
The structure should be
wrapped with a mix of uses.
Mixed use Parking
structure
nOTE:
While structured park-
ing is encouraged to be
developed throughout
Midtown, some public-
ly-assisted structured
parking should be de-
veloped near key MAX
stations. These guide-
lines apply to those
conditions.
7. Design Guidelines 7-15
public review draft
2. locate a public parking structure close to a MAX
station.
a. The first priority is to locate the parking facility im-
mediately facing a MAX station plaza. This provides
the most convenient and enhanced access to users
of the system.
b. If not immediately adjacent, the parking facility
should be within 500’ of the transit stop.
3. enhance the pedestrian experience along the path
to the parking structure.
a. provide an attractive path to a structured parking
facility. This can increase the comfort level of the user
and thus increase the use of the facility.
b. provide active uses along the pedestrian way.
c. Avoid locating a parking structure adjacent to
empty parcels, surface lots, and primary arterials.
Locate a public parking structure close to a transit station.
High density residential
Transit Station Plaza/
Green Space
Ped/Bike Connector
to parking structure
and MAX station
Transit Station
Active Uses
500’ Radius from a
MAX station
College Avenue
Mixed use Parking
structure
This example, a Whole Foods
in Washington DC, has parking
below-grade and on the roof.
7-16 Fort Collins Midtown Plan
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service areas
Service areas, such as loading docks, dumpsters, and
delivery entrances, should be visually unobtrusive and
should be integrated with the design of the site and the
building. Vehicle access should be located to minimize
conflicts with pedestrian circulation.
1. Minimize the visual impacts of service areas.
a. Orient the service area toward a service lane or
alley and away from major streets.
b. Screen a service area from view with a solid wall,
opaque fence or landscaping.
c. Where a service area must be oriented to the
street, screen it with an architectural feature. The
design should be in character with the building and
provide visual interest at the street level.
2. locate vehicle access to service areas away from
pedestrian circulation.
a. locate service areas where conflicts with pedes-
trian circulation will be minimized.
Screen a service area with a wall,
fence or planting. (This brick wall
is an example.)
Service areas should be visually
unobtrusive and should be
integrated with the design of
the site and the building, as this
one is.
Screen equipment from view
or design it to be visually
subordinate to the building.
Locate vehicle access where conflicts with pedestrian circulation will
be minimized.
Street
Building
Service Area
Alley
Parking
Building
Building
Street
7. Design Guidelines 7-17
public review draft
drive-through facilities
Some commercial operations, such as bank tellers,
gas stations, fast food restaurants and other retail and
service-oriented businesses, may have drive-through
facilities. They should be designed to minimize conflicts
with pedestrians, and should assist in achieving goals
for consistent street edges defined with building walls.
In that regard, a drive-through facility should be located
to the interior of a property and should be visually sub-
ordinate to the primary structure.
1. Driveways and waiting lanes should not be located
between the sidewalk and the primary building.
a. locating the primary building at the sidewalk edge
is preferred.
b. If the building is set back, the space between it
and the sidewalk should be landscaped, and not used
for drive-through lanes.
The space between a sidewalk and driveway/waiting lane should
be landscaped.
Design drive-through facilities
to minimize conflicts with
pedestrians.
7-18 Fort Collins Midtown Plan
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Design guidelines for the Building
building height
Variation in building height helps to provide visual inter-
est and establish a sense of human scale, and is en-
couraged.
1. Provide variation in building height in a large proj-
ect.
a. This is especially relevant for larger buildings that
extend for a major portion of a city block.
2. Design floor to floor heights to establish a sense
of scale.
a. While overall building heights may vary along a
block, a similarity in height should be perceived at
the street level.
b. The first floor height should be taller than upper
floors and should appear as the dominant floor within
a building.
Provide variation in building
height in a large project.
While overall building heights may vary along a block, a similarity in
height should be perceived at the street level.
note that maximum height limits are established in the
land use Code, section 4.21 (D)
7. Design Guidelines 7-19
public review draft
building scale
A new building should convey a sense of human scale.
This can be achieved when one can reasonably interpret
the size of a building by comparing features of its design
to comparable elements in one’s experience. generally,
a building’s mass, height and articulation define human
scale in a building.
1. establish a sense of human scale in a building
design with use of materials.
a. use materials that convey scale in their propor-
tion, detail and form. For example, materials applied
in units, panels or modules help to convey a sense
of scale.
2. establish a sense of human scale in a building
design with vertical articulation.
a. use moldings, columns, a change in material or
an offset in the wall plane to define different building
modules.
b. Organize vertical articulation to reflect traditional
lots widths or facade dimensions.
3. establish a sense of human scale in a building
design with horizontal expression at lower floor
heights.
a. use moldings, a change in material, or an offset
in the wall plane to define the scale of lower floors in
relation to the street.
b. Align the features with similar ones along the
street, where a distinct alignment pattern exists.
Establish a sense of human scale
with materials on the ground
floor such as brick, blocks or
panels.
Use vertical and horizontal articulation design techniques to reduce
apparent scale.
An offset in the wall plane
above the first floor establishes
horizontal expression and human
scale.
Establish a sense of human scale
with vertical articulation using
material changes or an offset in
wall planes.
7-20 Fort Collins Midtown Plan
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building materials
Materials that are “authentic” and durable are preferred.
They should contribute to the visual continuity of the
street and convey high quality in design and detail.
1. new building materials should contribute to the
visual continuity of the street.
a. genuine masonry, metal, concrete and glass are
preferred at street level.
b. Imitation materials, such as synthetic lap siding,
panelized brick or stone veneer and plastic, are gen-
erally inappropriate.
c. The use of highly reflective materials also is dis-
couraged.
2. use high quality, durable materials.
a. A material should be proven to be durable in the
Fort Collins climate.
b. Materials at the ground level should withstand
on-going contact with the public, sustaining impacts
without compromising the appearance. (note that
some synthetic materials will not sustain this degree
of frequent contact.)
3. The use of traditional masonry, stone and concrete
materials are encouraged.
a. use genuine masonry units, which appear authen-
tic in their depth and dimension.
b. Assure that masonry units wrap around corners of
walls, and thus do not appear to be applied veneers.
Architectural metals are
encouraged.
Contemporary interpretations
of traditional materials are
encouraged.
Brick and stone are encouraged. Architectural concrete that is detailed to provide a sense of scale is
appropriate.
7. Design Guidelines 7-21
public review draft
4. Architectural metals, which are detailed to provide
a sense of scale, are appropriate.
a. Metals which are applied in panels that convey a
sense of human scale should be detailed.
5. Genuine stucco may be considered as a material.
a. Stucco that is applied and detailed by hand is ap-
propriate.
6. The use of synthetic stucco (such as eiFs) is dis-
couraged.
a. However, it may be considered for use in limited
applications, as small wall panels or as an accent on
upper floors.
7. Architectural glass may be considered as a pri-
mary material.
a. Detail glass to provide a sense of scale.
b. using glass that permits views into activities in
the building is preferred, to provide visual interest.
c. The use of tinted windows on the ground floor is
inappropriate.
8. Architectural concrete may be used.
a. It should be detailed to provide visual interest and
convey a sense of scale.
Architectural metals, which are
detailed to provide a sense of
scale, are appropriate.
The use of traditional masonry
materials, stone and concrete is
encouraged.
Detail glass to provide a sense
of scale.
Fiber cement board, formed in
lap siding or as a board and
batten panel design, may be an
appropriate material.
Architectural concrete block is
an appropriate material.
7-22 Fort Collins Midtown Plan
public review draft
street level interest
Buildings should be designed to provide visual interest
to pedestrians. For example, commercial buildings with
storefronts are of interest to passersby, while porches,
courtyards, and decorative wall surfaces add interest to
multifamily housing designs. These features encourage
pedestrian activity and should be used.
1. Develop the street level of a building to provide
visual interest to pedestrians.
a. All sides of a building should include architectural
details to avoid presenting a “back side” to the street
or to neighboring properties. provide visual interest
with:
• Windows and doors
• A display window that provides views to activities
in the building
• Display cases for exhibits
• Decorative wall surface, for example, a change in
materials
• Building articulation
• Site walls and raised planters
Sophisticated architectural
details provide visual interest to
pedestrians.
In this example windows and
doors, canopies and streetscape
elements provide visual interest.
Wall art provides visual interest. Provide visual interest with storefronts, canopies and small dining
areas.
7. Design Guidelines 7-23
public review draft
street level interest in retrofits
Improvements to existing buildings should enhance the
pedestrian experience, especially along primary pe-
destrian ways and street frontages. For example, an
existing commercial strip building that is accessed from
College could also provide some storefronts along the
promenade, resulting in a double-fronted building. Other
decorative wall surfaces treatments may also be em-
ployed. These types of features enhance the pedestrian
experience and should be encouraged.
1. Develop the street level of an existing building
along primary pedestrian ways and street front-
ages to enhance the pedestrian experience.
2. All sides of a building should include architectural
details to avoid presenting a “back side” to the
street or to neighboring properties. Provide visual
interest with:
• Windows and doors
• A display window that provides views to activities
in the building.
• Display cases for exhibits
• Decorative wall surface, for example, a change in
materials, canopies
• Building articulation
• Site walls and raised planters
• Murals
• Decorative garage doors
Adding textural artwork to a blank facade makes it more pleasant to
walk and sit by (photo credit: Carolyn Braaskma).
Planters and screens
All sides of a building should
include operable doors and
should be designed to not feel
like a blank wall.
7-24 Fort Collins Midtown Plan
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Murals
An LED light mural allows the
building to light up at night and
become iconic and a source of
wayfinding.
Murals and screens Along MAX
Along the promenade and MAX line, many “big box”
stores, warehouses, and light industrial buildings exist.
A quick and effective way to add visual interest to these
buildings is to add murals and/or “screens” to the blank
facades to give visual interest and identity to them.
Panels on a rigid frame pulled
away from the building allows
shadows to dance on the
building.
Punched metal screens could be customized to fit in with the
surrounding streetscape elements.
Cast concrete and sandstone can also be shaped into unique forms
to add interest to existing facades.
7. Design Guidelines 7-25
public review draft
Design guidelines for the Environment
The conservation and efficient use of energy is a key
objective in Midtown. This plan already suggests a
sustainable approach for the neighborhood through
encouraging public transit and thereby reducing vehicle
miles travelled and by intensifying development which
requires less consumption of land than conventional land
use patterns. new projects should target high levels of
energy performance resulting in less operating costs
and reduced environmental impact, while offering higher
levels of occupant satisfaction.
public realm design
The public realm provides a stage for showcasing sus-
tainable practices throughout Midtown. Streetscapes,
plazas and parks should all represent environmentally
responsive measures.
1. utilize sustainable, low imprint materials for
streetscape furnishings and signage.
a. use local and/or sustainable materials, such as
recycled steel or regional stone and masonry, where
possible.
2. use lighting fixtures that create a sense of place
and safety, but that do not contribute to light pol-
lution.
a. position and space street lights appropriately as
to not create adverse effects on the environment or
the users of the space.
3. use indigenous, low water plants where possible.
a. right-of-way and public park and plaza landscap-
ing should utilize local indigenous plants that do not
require a lot of water, and thus reduce the need for
irrigation and maintenance.
b. In some cases, temporary irrigation may be needed
to establish a plant’s tolerance to local climate condi-
tions, but could be removed after a few years.
nOTE:
These are general
and very broad-based
guidelines for environ-
mental awareness in
the design of new pub-
lic and private improve-
ments in Midtown. If
a full Sustainability
guidelines report is
desired for Midtown, a
more throrough study
would need to be ex-
plored in the future.
This art sculpture is made from
recycled railroad ties.
This ROW planter area allows
water from the street and the
sidewalk to be channelled into it.
7-26 Fort Collins Midtown Plan
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site design
Individual projects should be environmentally sensitive in
their site design and layout. The design process should
include an evaluation of the physical assets (site shape,
landscape, elevations, soil type, views, solar exposure,
etc.) to minimize environmental impact. Off-site devel-
opment impacts should also be considered.
1. use stormwater management techniques to mini-
mize impact on the municipal stormwater system.
a. pervious materials are encouraged to allow water
to permeate into the ground rather than be pushed
off site and into the stormwater system.
b. On-site swales, rain gardens or other landscape
features can act as stormwater management tech-
niques as well as provide a pleasant landscape for
users.
2. Minimize use of water for landscaping.
a. use indigenous, low water plants where possible.
3. Maximize solar access for public enjoyment.
a. place buildings on a site as to not block solar ac-
cess from public or semi-public outdoor areas.
Pervious materials are
encouraged.
On-site swales act as stormwater
management techniques and
provide a pleasant landscape
for users.
7. Design Guidelines 7-27
public review draft
building design
Buildings should be designed to maximize energy effi-
ciency and conservation. Designs should also address
seasonal changes in natural lighting and ventilation
conditions.
A design also should take into account potential effects
on and benefits from an adjoining property, in terms of
solar access/shading and potential effects of each site on
the other’s to implement sustainable design principles.
1. locate a new building, or an addition, to take ad-
vantage of micro-climatic opportunities for energy
conservation.
a. Orient a building to be consistent with established
development patterns, when they are a part of the
desired features for the context.
b. Consider seasonal solar and wind exposure pat-
terns when positioning a new building on its site.
c. utilize external shading (landscape and/or inte-
grated into the building) to keep out summer sun and
let in winter sun.
2. Design a building to take advantage of energy-
saving and energy-generating opportunities.
a. Design windows to maximize daylighting into in-
terior spaces.
b. use exterior shading devices, such as overhangs
or deciduous shade trees to manage solar gain in
summer months and welcome solar access in winter
months.
c. renewable energy devices, including solar collec-
tors and wind turbines, are encouraged.
d. Specify highly efficient internal equipment (e.g.
lighting, plug loads) and controls.
3. Maximize solar access for all properties.
a. new buildings should minimize impacts to solar
access on adjoining properties, especially for resi-
dential uses.
Renewable energy generation is
encouraged.
Use external shading devices to
control solar gain.
Deciduous vines provide shade
in warmer months and allow the
sun to provide warmth in cooler
months.
7-28 Fort Collins Midtown Plan
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SuMMArY pOInTS
design guidelines
• New development should be guided by the design
principles and guidelines listed in this chapter. The
principles and guidelines help to implement the
overarching vision for Midtown.
8. Implementation Strategy 8-1
public review draft
This chapter provides a strategy for implementing the
recommendations contained in the Midtown Plan. Suc-
cessful implementation requires a coordinated effort
between public and private entities and tools that can
facilitate investment from both sectors. Key players will
be property owners and developers, the business and
property owners associations, other public agencies and
the City of Fort Collins. A new Business Improvement
District would also be a key player.
It is important to recognize that, while the Plan suggests
specific projects for selected sites, a number of factors
will determine if those projects can be executed as sug-
gested. It is likely that several projects will occur differ-
ently, and even in other locations than illustrated in the
Plan. Some flexibility in the implementation of the spe-
cific recommendations therefore should be anticipated.
The primary goal is to ensure that property owners and
developers uphold the fundamental goals and policies
contained in the Plan. Maintaining the vision, while re-
maining flexible will be important.
The primary objectives of this chapter are:
• To highlight the fact that implementation of this Plan
will be a coordinated effort between the public and
private sectors.
• Provide a list of implementation tools that would be
beneficial to carrying out the goals of the Plan.
• Setting clear priorities for implementation for both
the private and public sectors.
8 - IMpleMentatIon
Strategy
Flexibility is key - even though
this street’s public realm would
not meet the recommendations
of a “wide sidewalk”, it does
meet the goals and vision of
the Plan by offering lighting,
landscape and outdoor seating
next to a street with a solid urban
edge.
A public plaza benefits the larger
neighborhood while helping to
activate the buildings adjacent
to it.
8-2 Fort Collins Midtown plan
public review draft
A CoorDInATeD eFForT
Many of the development opportunities presented in
the Plan are “generic,” and could apply to many loca-
tions. Where specific project concepts are illustrated
for selected sites, they should serve as starting points
for implementation. While these are highly recommended
concepts, it is important to acknowledge that the Plan
can also accommodate flexibility and therefore varia-
tions on these illustrative sketches should be expected.
Some of these projects are public sector concepts. The
intent is that these should serve as catalysts to attract
private investment. In the priorities for implementation
section of this chapter, these public sector projects are
timed with this function in mind. At the same time, there
will be cases in which some private sector projects come
forward that meet the intent of the Plan, but at a time ear-
lier than anticipated. When this occurs, the public sector
should adjust its own spending priorities to help support
the private development, to the extent possible.
Both the public and private sectors must share in the
responsibilities of implementation, including funding.
While the City of Fort Collins is a key player in terms of
financial tools available, it is essential that Midtown prop-
erty owners and businesses engage in funding parts of
the Plan as well. In many cases, this will be an individual
property owner investing in their land. In addition, it will
be important for the city and a BID to help support some
projects with coordinated investment. This may include
participating in some streetscape and building facade
enhancement, pocket parks, and parking landscaping.
The community should use the prioritization process
and Criteria and action plan presented in this chapter,
which suggests a timeline for public projects, and a guide
for establishing private project priorities. It also will help
private property owners schedule their improvement
projects in the context of potential public investment that
may occur in the area. At the same time, the City and a
BID should be poised to modify schedules to respond
to projects that may be proposed by private developers.
A Bilateral
Approach:
The community should
use a “bilateral” ap-
proach for implement-
ing the Plan: It should
be both proactive in
leading efforts to im-
plement the Plan as
described, and it also
should be responsive,
and react to new op-
portunities and chang-
ing conditions as they
arise in the private
sector.
Public
Acquisition of
Land:
8. Implementation Strategy 8-3
public review draft
Key IMPLeMenTATIon TooLS
A series of funding and regulatory tools that should be
used is introduced in Chapter 2, “Creating a Climate for
Investment.” This section outlines how these tools may
be applied to specific Plan recommendations.
tax increment financing
Tax Increment Financing (TIF) assigns all or a portion of
increased tax revenues that accrue toward improve-
ments in a defined district. Tax rates are not increased.
This tool may be used to help fund improvements in the
public realm, and other improvements that benefit the
public.
In Midtown, the TIF tool may be used for:
• Constructing sidewalks
• Installing private street-like drives
• Constructing small plazas and outdoor spaces
• Installing public art
• Constructing the promenade
• Constructing, or participating in, construction of pub-
lic parking structures
TIF is a statutory tool that requires approval of the mu-
nicipality for its use. It works by capturing the increase
in property tax revenues (and in some cases sales tax
revenues) generated by the enhancements. The tax
increment from a TIF district is created without raising
taxes or dipping into the tax value present at the time
of adoption. TIF is most commonly utilized to promote
economic development, encourage new development,
eliminate blight, address environmental issues, and un-
dertake redevelopment and adaptive reuse.
Colorado is fairly unique in that state law allows for two
different applications of tIF. These come in the form of
either an Urban renewal Authority (UrA) or a Downtown
Development Authority (DDA). The two differ primarily in
that a UrA has the power of eminent domain, whereas
a DDA does not, and a DDA has the ability to assess an
additional mill levy in the defined area, whereas a UrA
does not.
Midtown Urban
renewal Plan:
In 2011, the City of Fort
Collins developed the
Midtown Urban re-
newal plan (UrP) cov-
ering most of the Mid-
town study area. Urban
renewal is Colorado’s
term for the authority
to collect tax increment
in a ‘blighted’ area.
The tax increment col-
lected is then used to
finance projects within
the UrP area. TIF, then,
is a public financing
tool that is used for
subsidizing redevelop-
ment, infrastructure
8-4 Fort Collins Midtown plan
public review draft
There must be a determined need for an Urban renewal
Plan before it is adopted, and the applicable municipal
governing body (e.g. the city council) must make that
determination.
A UrA is a body politic and corporate, meaning it has
attributes of both a political and corporate organization
by law. When the governing board for the authority is
created, if it is a separate board from the governing body
of the municipality, the mayor appoints those serving on
the board, called the commissioners, and the governing
body of the municipality approves them. There must be
an odd number of commissioners (at least 5 and no more
than 11), and only one may be a municipality official. If
the governing body of municipality chooses, it may des-
ignate itself as the authority, in which case, that body
would govern the UrA.
Concurrently with the development of the Midtown
Plan, the City of Fort Collins economic Health office
conducted benchmark research regarding how TIF is
utilized in best practice to promote economic develop-
ment and revitalization, both throughout the state of
Colorado and throughout the country. Clear from that
research is that the successful use of TIF relies heavily
on the community taking steps to develop transparent
and well supported policies and procedures for ad-
ministering and determining TIF use. Communities that
employ TIF in a transparent and deliberate manner tend
to experience greater success with fewer obstacles
in the way of development because the use of policies
and guidelines provide a foundation of support for local
elected leaders and economic developers to use when
justifying and evaluating potential projects. As the City of
Fort Collins looks to identify ways to most successfully
utilize TIF to promote redevelopment and investment,
there are a few core considerations that can be gleaned
from this research:
8. Implementation Strategy 8-5
public review draft
• Policies for TIF use: Stakeholders feel that the poli-
cies for utilizing TIF funds are not clear and are, in
some cases, inappropriate. For example, the City
Council has pushed heavily on a requirement of sus-
tainability/green investment before a project receives
TIF funding. While stakeholders agree that sustain-
ability is important, they also feel that the TIF tool is
not being utilized to its highest potential.
• Establish clear priorities and policies for TIF use:
The following are some of the most common uses of
TIF funds:
• Public infrastructure improvements.
• extraordinary costs.
• Proposed project is above market/non-market
(market not yet established, desireable features
that market won’t fully “pay for”, publicly desired
use is not the highest and best economic use)
• Incentive to attract or retain investment in a stra-
tegic area
• Create a fair and manageable process: The re-
search into how other communities determine TIF
use reveals a very extensive and thorough vetting
process through several committees and groups be-
fore a final determination is made. And the criteria by
which these decisions are made are well-established
and clear, leaving little wiggle room in negotiating a
final deal – or whether or not a final deal will be of-
fered. Devising a thorough and strategic process to
vet potential TIF investments will not only be helpful
to those applying (and help sift out those not ready
to go through the process), it also provides political
protection about others who may have been turned
down for TIF or who may feel that the disbursement
of TIF funds is being done via non-quantifiable mea-
surements. Building in more vetting, and creating a
more black-and-white approval process should be a
goal to establishing an effective TIF program.
8-6 Fort Collins Midtown plan
public review draft
• TIF management/oversight: TIF districts are over-
seen either by the existing municipal council serving
as the board (as is the case in Fort Collins) or the
mayor and council appoint a board of stakeholders to
serve. From this research, it seems the latter has the
most merit and is recognized by most municipalities
as the better option. In “outsourcing” the management
through an appointed board, the Council retains some
oversight of the individuals making the decisions on
the TIF funds, but does so at an arms length, there-
fore being protected from making politically-driven
decisions. Appointed board members may include
property owners, retail establishments, business of-
fices located in the geographic area, residential ten-
ants and owners, developers with an interest in the
area, construction entities with an interest in the area,
property management firms, and banks.
• Types of increment captured: In TIF, incremental
revenue is the new tax revenue generated as the re-
sult of new development, or redevelopment, within a
project area. Most state statutes permit the capture
of incremental property tax revenue. Additionally,
the capture of other incremental revenues (e.g. sales
tax increment, utility tax increment, earnings tax
increment) is permitted by some state statutes and
can provide added value in a TIF area. This is true
in Colorado, and a majority of communities utilizing
TIF in Colorado (and nationally, where allowed) find
that including incremental sales tax revenue is an
important driver of success in a district, and helps to
quantify the economic development aspect of TIF.
• Project-specific TIF vs. TIF District: The City of Fort
Collins has determined that while the entire UrP area
was formally created in 2011, they will only turn on the
TIF “clock” for certain parts of the Midtown Corridor
when large-scale development projects are ready in
those areas. There is some debate over whether this
is the most efficient approach, or whether it stymies
development in other areas, when it could be catalyz-
ing development all along the district.
8. Implementation Strategy 8-7
public review draft
Project-Specific TIF
Project-specific TIF is generally used when a single proj-
ect or single piece of property is targeted for a fundable
project. The project-specific approach is typically ap-
plied when there is a specific user for the TIF. These TIFs
tend to be less complicated transactions and result in a
cleaner process since fewer parties are involved. Funds
derived typically go towards the public improvements
necessary to help make the project feasible (e.g. park-
ing garages, infrastructure, sewer/water improvements).
The funds are also used to help buy-down the cost of land
for a developer and, in some cases, allow the jurisdiction
to purchase land and lease it back to a developer as part
of an agreement. As a practice, the project-specific ap-
proach should be used as a complement to other finance
mechanisms addressing the greater community.
Pros
• Fewer participants.
• Achieved faster than
district-wide.
• Land often under con-
trol of a single owner.
• Rarely involves emi-
nent domain or other
legal challenges.
• Able to allocate re-
sources on a project-
by-project basis.
• Alleviates some risk
and commits fewer fi-
nancial resources from
the City.
• Very effective in provid-
ing gap financing for a
particular improvement
– a single project can
be the catalyst for turn-
ing an entire neighbor-
hood around
Cons
• Carries more risk – suc-
cess relies on one user
(critical to have a reli-
able feasibility study).
• Projects are smaller,
therefore they do not
necessarily account for
the long-term vision.
• Pose difficult credit
hurdles for bond inves-
tors because the sole
security for the bonds
is the payment of taxes
by one property owner.
• Can be seen as unfair
development advan-
tage by other property
owners, business own-
8-8 Fort Collins Midtown plan
public review draft
District-Wide TIFs
This approach is traditionally applied when a large area
of land or entire neighborhood is targeted for redevel-
opment. The district can encompass a mix of land uses
and may include property that is not part of the rede-
velopment plan. Communities use this approach to help
eliminate blight and deterioration in larger areas, usu-
ally with the intent of changing the character or nature
of the community by reversing or arresting the factors
that contribute to its continued downward slide. Funds
typically support major infrastructure projects such as
roads, traffic lights, landscaping of public areas, parks,
parking and other public benefits. Sometimes this ap-
proach is applied speculatively using the “if you TIF
they will come” methodology. This approach also helps
to support infrastructure investment and preparation of
“ready-to-go” sites.
pros
• Can have lasting and
transformational ben-
efits – when a com-
munity commits to re-
developing an entire
neighborhood, busi-
nesses can locate and
expand in that area
with confidence that
their investments have
the backing of a public
partner.
• Lends itself to land
assembly, allowing a
community to piece to-
gether properties large
enough to attract a
business or institution
capable of driving eco-
nomic development
and neighborhood re-
vitalization.
Cons
• Can raise suspicions
of gentrification and
feeling that the local
government wants to
drive long-time prop-
erty owners out.
• When not used in a ju-
dicious and consistent
manner, it can cause
the community to stand
against reinvestment
plans they might oth-
erwise support.
• Can be frustrating for
property owners and
developers outside the
TIF area, leading them
8. Implementation Strategy 8-9
public review draft
As TIF continues to evolve, many states have recently
made changes to their use of TIF to best reflect the needs
of the states and communities within their jurisdiction.
Given the recent/current investment and development
requirements, speculative products are generally un-
financeable, appraisals are unpredictable and unfavor-
able, and there is less financing available per dollar of
project cost. Thus, fewer projects are getting done and
many that do are requiring some form of public/private
financing, and creativity within both sectors is critical to
keeping investment happening. Thus, TIF has become
ever more important in incentivizing community redevel-
opment. As such, the focus of TIF use of late has been on:
• Flexibility on real estate product types/land uses.
• Understanding true market niches.
• Delivering infrastructure and development-ready
sites.
• Careful underwriting and structuring.
• Taking measured risks.
Fort Collins would be well-served to think more entre-
preneurially about TIF use going forward, and creating
policies that better support the vision and goals set forth
in this plan.
Recommendation: considering a sales tax increment
While Colorado law allows for both the collection of
property tax increment and sales tax increment, Fort
Collins decided to only utilize the property tax option in
Midtown. This was a determination of the Fort Collins
City Council who was sensitive to the important role sales
tax plays in funding other City programs. However, sales
tax increment is commonly utilized in other UrAs and
to great success, particularly in a retail-driven area. The
concept is to invest now, to generate more later. Fort
Collins would be diverting small amounts of incremental
revenue now, and would reap the rewards of that once
the district expires. Ultimately, if the case can be made
that utilizing sales tax increment to incentivize the de-
velopment of new businesses (which would bring in even
more sales tax), then using this source of funds could
make a lot of sense.
8-10 Fort Collins Midtown plan
public review draft
Business improvement District
A BID is a quasi-governmental entity that is a public-
private partnership between government and the pri-
vate sector to foster the growth of commercial districts.
This special district assessment tool allows property
owners in a defined commercial area to collectively
fund and manage enhanced services – above and beyond
those provided by the government. property owners
within a defined area assess themselves to finance
improvements that will benefit everyone in the area.
Construction bonds may be issued based on the income
stream projected from the assessment. This tool enables
construction of improvements that can benefit a broad
area. While government must formally establish the BID,
private sector stakeholders determine all choices about
district boundaries, assessment rates, budget, and ser-
vice delivery. The BID tool is focused on people managing
place, together.
In Midtown, the BID could be used to:
• Construct enhanced streetscapes and sidewalks.
• Install information signs/gateway improvements.
• Enhance private street-like drives.
• Support construction of structured parking that can
be used by the community.
• Develop and manage a civic plaza.
Some considerations include:
• The Process: once appropriate petition thresholds
are met, the BID goes to City Council, where a public
hearing on the matter is held and an official vote to
form the BID and establish a creation ordinance is
taken. In Colorado, BID creation is also subject to a
TABor (The Colorado Taxpayers Bill of rights) vote.
• Who is assessed: Per BID legislation, the property
owners in a district are the ratepayers. once a BID is
created, the levy is placed on the property owner’s tax
bill and collected in this way. The BID assessment is
mandatory once charged, and the BID body has the
power to place a lien on property if the BID assess-
ment is not paid.
8. Implementation Strategy 8-11
public review draft
• BID governance: Because BIDs are considered a
quasi-governmental entity, and the local government
is involved in the formal creation of the BID, they also
have some influence in the governance of the BID.
When the BID is established, a BID Board is appointed
to oversee the funds. The Board must go to City Coun-
cil for approval. This was originally done to ensure
that government had some level of control in who was
making decisions about how the BID operated. This
has also led to conflicts in locations where the Council
chooses to exert (sometimes) unnecessary influence
over the BID creation. over the years, BID bodies and
local governments have, for the most part, learned to
work together cooperatively to ensure that the needs
of those who are paying – the stakeholders – are met
when the governance is established.
• Term/life of a BID: Colorado BID legislation allows
for perpetual districts, or BIDs that never ‘sunset’.
This was done in order to allow BIDs longer periods
of time to generate funds, and invest in larger-scale
projects for which bonding or loans (and thus time
to repay those bonds or loans off) was necessary.
However, a BID may establish its own “term” or life
after which time it must go through the BID creation
process all over again.
• TIF and BIDs: In many communities, BIDs are formed
as an additional financing option and can be overlaid
with TIF to enhance the attractiveness of development
in a certain area. BIDs are among the most common
special district tools utilized, although other special
districts (transportation districts, local improvement
districts, maintenance districts, etc.) may also be uti-
lized. When new taxes or assessments are imposed
via a special district (such as a BID) that also hap-
pens to fall within a TIF area, 100 percent of those
taxes, can be collected and utilized by the BID body.
no “base” is excluded from the revenue stream as
happens with TIF in other circumstances.
8-12 Fort Collins Midtown plan
public review draft
capital improvement projects
each year, the City may allocate a portion of its General
Fund toward implementation of public-sector improve-
ments, like rights-of-way and parks improvements.
It is best suited for projects that can be completed within
a single year or that can be phased without a multi-year
commitment. For example, a limited portion of sidewalks
may be constructed each year, or a fixed number of street
furnishings may be acquired annually. These funds are
well suited for improvements that benefit the community
at large.
This tool is especially useful for projects that must move
quickly. It does require establishing some projects within
the annual CIP plan. These funds may be used for an
initial design phase of a planned CIP and they could be
used as a contribution to larger projects, such as the
construction of parking facilities, when joint ventured
with private development or a not-for-profit organization.
general oBligation BonDs
These are funded by an assessment. Income from the
property tax assessments is used to retire the bonds.
These are generally used for larger projects. They should
be considered for:
• Construction of a performance space
• Major park or civic plaza
• As an alternative for parking structure funding
• Some street improvements
grants
Some key grants may be awarded by federal, state and
local agencies for public improvements that fit within the
guidelines of specific programs. others may come from
private foundations, typically for smaller projects.
private investment
The greatest source of investment will be the private sec-
tor. Private investment will be encouraged by adoption
of the plan and will be further stimulated by regulatory
and financial incentives that may be available from time
to time.
8. Implementation Strategy 8-13
public review draft
PrIorITIeS For IMPLeMenTATIon
prioritization process anD criteria
recommendations for prioritization of improvements
appear in the follwing criteria. Prioritization should be
considered to be dynamic and should be revised, when
necessary, in response to plans and projects by other
agencies and individuals that may present opportunities
to combine efforts and maximize benefits.
In general, the community should set a high priority on
an improvement when it can help support private devel-
opment that is consistent with the vision and economic
development goals of Midtown.
However, there will still be times when decision-makers
need to reassess the priority of a recommended action
or one of the tasks necessary to implement it. When this
occurs, the City should use the following criteria. Proj-
ects that meet several of the criteria should be given the
highest priority for near-term implementation.
The following criteria mostly apply to private devel-
opment projects, although some public improvement
projects are mentioned. The public sector should use
these priorities when assessing applications for private
projects.
El Monte’s is a great example of a project that is consistent with
project goals and visions, such as providing amenities such as outdoor
seating, beautiful landscaping and a pleasant aesthetic.
View of El Monte’s sidewalk cafe
seating.
8-14 Fort Collins Midtown plan
public review draft
Financing Criteria
F1. The project will generate funds to cover portions
of development costs. (For example, resulting uses will
generate rental income or sales tax revenues.)
F2. The project will leverage investment from other sourc-
es. (For example, property owners will finance a portion
of sidewalk construction costs through an assessment
program (BID) or tax increment mechanism.
F3. Grant funds are available to cover portions of devel-
opment costs.
F4. The project fits within a larger capital improvement
project, such that cost savings will be realized. (For ex-
ample, sidewalks could be constructed when a street is
to be repaved.)
F5. Funding for maintenance of the improvement is avail-
able. (This is an important consideration for streetscape,
gateways and parks improvements.)
location Criteria
L1. The project will have high public visibility. (It will be
visible from the MAX line, or from College Avenue.)
L2. The project is located within 1,000 feet of a MAX
station.
L3. The project is located within 50 feet of a publicly
accessible walkway, which links to the Midtown circula-
tion system.
ownership and project Control Criteria
o1. The project is under the appropriate ownership or
control. (The owner planning to make the improvements
already owns the property.)
o2. The project ownership or control can be acquired
with reasonable effort. (Assembly is limited to a few
parcels, with willing sellers identified.)
L.3 - priority will be given to
projects that are directly linked
to the larger Midtown circulation
system by way of a publicly
accessible walkway.
F.2 - Some projects may leverage
funds from other sources to
construct part of a sidewalk,
add more public amenities and
landscaping, etc.
8. Implementation Strategy 8-15
public review draft
public Benefits Criteria
B1. The project will provide a direct benefit to local
residents. (It provides needed services and amenities.)
B2. The project will serve multiple users or interest
groups. (For example, an outdoor plaza that may be
used by local residents as well as visitors and that may
be used for civic celebrations.)
relationship to other projects
r1. The project will connect to existing public improve-
ments. (For example, extension of an existing sidewalk
into adjoining blocks.)
r2. The project will enhance existing improvements and
will not cause other desired improvements to become
obsolete. (It will not block the future implementation of a
key plan concept, such as an internal street extension.)
r3. The project provides opportunities to connect with
other future public improvements. (It is consistent with
other anticipated phased projects.)
r4. The project will function well upon its completion
and later phases of construction are not required for this
phase to perform adequately. (even if the project is to
be phased, this phase can “stand alone.”)
Compliance with other Community plans and ad-
ministration
P1. The project will help to accomplish broader goals of
the community.
P2. The project fits within work plans of Midtown orga-
nizations and city departments.
P3. Adequate administrative oversight is available for
the project.
B.1 - Projects like grocery stores,
which have a direct benefit to
local residents, will be made a
priority.
B.2 - a project that serves
multiple users or interest groups
shall have priority. A cafe
seating/public plaza is a great
example of a flexible space that
serves multiple users.
8-16 Fort Collins Midtown plan
public review draft
action plan
The following matrices summarize the key public sector
action items recommended for implementing the Midtown
Plan. The action item, a description of it, and the lead
agencies associated with completing the actions are
listed. The action items are categorized in the following
priority setting:
• on-Going Actions
• Short-Term Actions (2014-2015)
• Medium-Term Actions (2-4 years after Plan Adoption)
• Long-Term Actions (4+ years after Plan Adoption)
This matrix serves as a starting point for planning ex-
ecution of these specific improvement activities, but it
should be understood that changing conditions and new
information or opportunities will affect specific recom-
mendations.
8. Implementation Strategy 8-17
public review draft
Action
Item Description Responsibility
Engage
Stakeholders
to
Foster
Redevelopment
Continue
to
meet
with
the
South
Fort
Collins
Business
Association,
property
owners,
developers,
and
other
community
stakeholders
to
promote
Midtown's
redevelopment
potential.
City
Implement
Midtown
Plan
Vision
for
Streets,
Streetscapes,
Intersections,
and
Site
Design
As
redevelopment
occurs,
consult
this
Plan
in
conjunction
with
other
regulatory
documents
when
determining
the
desired
approach
8-18 Fort Collins Midtown plan
public review draft
SUMMAry PoInTS
implementation strategy
• A Coordinated Effort
• Community should be both proactive in leading
efforts to implement the Plan, and also be respon-
sive and react to new opportunities and changing
conditions as they arise. Both public and pri-
vate sectors must share in the responsibility
of implementation, e.g. funding.
• Implementation tools
• TIF
• BID
• Capital Improvement Projects
• General obligation Bonds
• Grants
• Private Investment
1
Transit Oriented Development (TOD) Parking
Follow-up from May 10, 2013 P&Z Worksession
June 14, 2013
Summary of May 10 Discussion
The Planning and Zoning (P&Z) Board expressed concern about the lack of minimum
parking requirements for multi-family dwellings in the TOD Overlay Zone. Members of the
Board felt that residential projects may not be providing adequate parking to meet the
anticipated demand and that there could be spillover impacts on residential
neighborhoods. While it was acknowledged that the infrastructure to support lower
parking ratios – including MAX, enhanced pedestrian and bicycle facilities, etc. – were
planned but not yet in place, Board members felt that the issue needed to be examined
further, and some felt that it was imperative for developers to secure additional parking
even with those future infrastructure improvements.
The vision for TOD, as expressed in City Plan and implemented in the Land Use Code
(LUC), is for denser infill redevelopment supported by high frequency transit, mixed-use,
and pedestrian facilities. The purpose behind the removal of minimum parking
requirements for commercial projects citywide was to acknowledge that the amount of
parking may be best determined by the private marketplace, rather than a one-size-fits-all
parking requirement. For residential projects in the TOD, the purpose for removing
parking minimums was based on the same premise, but was also intended to account for
increased transit usage, bicycling, walking, and convenience of services. In addition, it was
intended to lessen the amount of surface parking in order to increase land use intensity
and to ensure that these places are more pedestrian-friendly. The P&Z Board expressed
concern that, simply based on marketplace conditions, developers will rely on public
infrastructure such as on-street parking and thus be subsidized by other developments in
the area that were required to provide off-street parking. Additionally, the use of on-street
parking does not necessarily alleviate the lack of capacity for the anticipated parking
demand. Off-site parking and/or shared parking structures may be necessary to address
needed capacity.
The limited data, based on a one-day observation, provided by staff and reviewed by the
Board showed that there is not a current parking problem driven solely by multi-family
projects in the TOD. However, there is at least one area – north of CSU between Laurel
and Mulberry streets - where multi-family projects contribute to the parking issue with
commuter traffic and the high occupancies of single family homes. In addition, there may
be current and future projects that are unable to meet their parking demand, such as The
Summit (Choice Center). Further data will need to be collected in order to understand the
year-round impact that spillover and commuting traffic have on neighborhood streets.
As a result of the discussion, the Board asked staff to draft a Problem Statement and a list
of options for its review and discussion.
Planning, Development and
Transportation Services
Current Planning
281 North College Ave.
P.O. Box 580
Fort Collins, CO 80522-0580
970.221.6750
970.224.6134 - fax
fcgov.com/currentplanning
2
Problem Statement
The vision expressed in City Plan and implemented in the Land Use Code (LUC) is for
concentrated higher density housing and mixed-use development supported by investment
in infrastructure including high-frequency transit, streetscape and urban design
improvements, and pedestrian and bicycling facilities. The removal of minimum parking
requirements for multi-family development within the TOD Overlay Zone is premised upon
the full implementation of these infrastructure investments. While progress is being made
on those investments, the full system is not yet in place. In the meantime, the limited
parking for multi-family development, combined with commuter traffic, could cause
spillover parking into existing neighborhoods.
To reduce the impacts from spillover on neighborhood on-street parking, address the
demand for parking capacity, and reduce parking demand, the following strategies could
be implemented:
Parking Capacity
• Require minimum parking requirements in the TOD Overlay Zone.
• Require a Parking Impact Study (PIS) to determine parking demand.
• Create a parking district that would facilitate the creation of parking infrastructure.
• Require off-site parking storage.
Spillover Parking
• Create a neighborhood parking permit program (currently being created)
• Impose time limits for parking on public streets in affected areas (like Mantz).
Parking Demand
• Require mitigation measures to reduce parking demand (e.g., require purchase of
bus passes, enhanced bike facilities, implement car share and bike share
programs).
• Expand support for high-frequency transit.
• Support TOD with mixed-use development including residential, employment, and
commercial services.
1
Mixed-Use
Planning & Zoning Board Worksession
June 14, 2013
Introduction:
The Planning and Zoning Board has requested that staff prepare information to discuss
mixed-use development as it relates to the Land Use Code (LUC). More specifically,
whether the provisions for Mixed-Use in the LUC are generating the desired outcome or is
the city getting mixed-use development that is token in nature.
Background:
Some recent development proposals that meet the current definition of Mixed-Use have
provided a disproportionate mix of uses. Typically, this has been a very high percentage of
residential with a small retail/commercial component. Therefore the question has been
posed that if the vast majority of a development is comprised of multi-family dwellings but
has a token retail space; does it have the same impact as a multi-family project or a
mixed-use project?
Project Mix of Uses
Max Flats*
(Total: 77,000 s.f.)
Residential:
62,461 s.f.
(64 units) 81%
Retail:
1,439 s.f.
(1 unit) 1.9%
Parking:
13,100 s.f.
(39 spaces) 17%
Prospect Station*
(Total: 51,929 s.f.)
Residential:
39,622 s.f.
(47 units) 76%
Retail:
1,041 s.f.
(1 unit) 2%
Parking:
11,266 s.f.
(19 spaces) 12%
*Project includes structured parking within the building.
Mixed-Use Dwelling is considered a stand-alone land use and is permitted differently and
has different development standards than Multi-Family Dwellings. Mixed-Use (without
residential) is not considered a stand-alone land use but is permitted according to the most
stringent of the proposed uses in the mix.
Land Use Code:
Article 5 – Definitions
Mixed use shall mean the development of a lot, tract or parcel of land, building or structure
with two (2) or more different uses including, but not limited to, residential, office, retail,
public uses, personal service or entertainment uses, designed, planned and constructed
as a unit.
(Proposed change with 2013 annual LUC revisions)
Mixed use shall mean the development of a lot, tract or parcel of land, building or structure
with two (2) or more different uses, including, but not limited to, residential, office, retail,
public uses, personal service or entertainment uses, (but not including accessory uses),
designed, planned and constructed as a unit.
Planning, Development and
Transportation Services
Current Planning
281 North College Ave.
P.O. Box 580
2
Dwelling, mixed-use shall mean a dwelling that is located on the same lot or in the same
building as a nonresidential use.
(Proposed change with 2013 annual LUC revisions)
Dwelling, mixed-use shall mean a dwelling that is located on the same lot or in the same
building as a nonresidential use, but not including accessory uses.
Dwelling, multi-family shall mean a dwelling containing three (3) or more dwelling units, not
including hotels, motels, fraternity houses and sorority houses and similar group
accommodations.
Article 4 – Districts
(Type 1/Type 2 threshold language per LUC revision, Nov. 20, 2012)
*Any residential use consisting in whole or in part of multi-family dwellings that contain
more than fifty (50) dwelling units, or more than seventy-five (75) bedrooms.
Zone District
Multi-Family (≤50
Units, or ≤75 Bds.)
*Multi-family (>50
Units, or >75 Bds.) Mixed-Use Dwelling
L-M-N Type 1
(<8 du/bldg.)
Type 2
(>8 du/bldg.) Type 1
M-M-N Type 1 Type 2 Type 1
H-M-N Type 1 Type 2 Type 1
D (Old City Center) BDR Type 2 BDR
D (Canyon Ave.) Type 2 Type 2 Type 1
D (Civic Center) Type 2 Type 2 Type 1
R-D-R Type 1 Type 2 Type 1
C-C Type 1 Type 2 Type 1
C-C-N Type 1 Type 2 Type 1
C-C-R Type 1 Type 2 Type 1
C-G Type 1 Type 2 Type 1
Cac C-G - - Type 1
C-S Type 1 Type 2 Type 1
N-C Type 2 Type 2 Type 1
C-L BDR/Type 1 Type 2 Type 1
H-C Type 2 Type 2 Type 1
E Type 2 Type 2 Type 1
I - - Type 1
3
Article 3 – General Development Standards
3.5.3 Mixed-Use, Institutional and Commercial Buildings
(A) Purpose. These standards are intended to promote the design of an urban
environment that is built to human scale to encourage attractive street fronts and other
connecting walkways that accommodate pedestrians as the first priority, while also
accommodating vehicular movement.
3.8.30 Multi-Family Dwelling Development Standards
(A) Purpose/Applicability. The following standards apply to all multi-family developments
and are intended to promote variety in building form and product, visual interest, access to
parks, pedestrian-oriented streets and compatibility with surrounding neighborhoods.
Multi-family developments in the Transit-Oriented Development (TOD) Overlay Zone are
exempt from subsections (B), (C) and (E) of this Section.
Article 3 - Comparison of Multi-Family and Mixed Use General Development Standards
Section 3.5.3 Mixed-Use
Section 3.8.30 Multi-Family Dwelling
Purpose
Promote Human scale,
Attractive Street Fronts and
Connecting Walkways,
Pedestrian Priority while
accommodating for the
vehicle
Purpose
Promote Variety, interest,
access to parks,
pedestrian-oriented and
compatibility with
neighborhood
Relationship
of Buildings
to Streets,
Walkway
and
Parkway
Build-To Lines Mix of Housing
Types
Provide Variety in
housing types
Variation in
Massing
Horizontal Massing
minimums, Articulating
Entrances
Access to a
Park, Central
Feature or
Gathering Place
Require dwellings to be
within one-quarter mile of
a park
Character
and Image
Minimum Wall Articulation,
Human scale facades,
Defined Entrances, Awnings,
Base and Top
Block
Requirements
Create block 7 acres in
4
City Plan
Community and Neighborhood Livability and Sustainability:
Mixed-use is mentioned in two of the three elements of sustainability.
Economy
A mix of land uses (housing, retail, employment, etc.) provides opportunities to grow and
diversify the economy throughout the community and for citizens to meet their retail and
services needs in a variety of locations. A mix of housing options throughout the
community also accommodates residents of all income levels in the city near places of
work or other activity centers. Emphasis on infill and redevelopment allows for the reuse
and more efficient use of existing infrastructure and captures the value of embodied
energy and resources, which can provide cost savings for developers and the City as well
as reducing its carbon footprint. Finally, an attractive community is related to the economy
in that it helps make the community more appealing and valuable to businesses, visitors,
and residents.
Human
Community and neighborhood livability is related to human well-being in that a mix of
land uses and housing and transportation options provide opportunities for citizens to be
self-sufficient and to live, work, and travel within the community. Additionally, focus on
growth management and compatible infill and redevelopment help to ensure that citizens
can expect adequate City services and compatibility as growth occurs.
City Plan Policies addressing mixed-use (not district-specific):
Policy LIV 5.1 – Encourage Targeted Redevelopment and Infill
Encourage redevelopment and infill in Activity Centers and Targeted Infill and
Redevelopment Areas identified on the Targeted Infill and Redevelopment Areas Map
(See Figure LIV 1). The purpose of these areas is to:
• Concentrate higher density housing and mixed-use development in locations that
are currently or will be served by high frequency transit in the future and that can
support higher levels of activity.
Policy LIV 7.1 – Encourage Variety in Housing Types and Locations
Encourage a variety of housing types and densities, including mixed-used developments
that are well-served by public transportation and close to employment centers,
shopping, services, and amenities.
Principle LIV 31: Each commercial District should feature a mix of uses and an attractive
and inviting public realm that encourages pedestrian activity, reinforces the unique identify
of the District, and complements the scale and character of surrounding neighborhoods.
Policy LIV 31.1 – Relationship of Commercial District Uses
Organize uses in Commercial Districts to support existing and planned transit and promote
pedestrian activity:
• Encourage a vertical mix of uses or a combination of vertically and horizontally
mixed uses based on site size, access, adjacent uses, and the overall
development context. Seek to locate active uses, such as retail shops and
restaurants at the ground level to provide pedestrian interest.
• Concentrate active uses and vertical mixed-use portions of a Commercial District
at key intersections, near existing or planned transit stops, or near major public
spaces to increase visibility and promote pedestrian activity.
5
Summary/Discussion:
Mixed-use developments are encouraged in City Plan and incentivized in the Land Use
Code (LUC). This is because mixed-use developments are recognized as ideal for infill
and redevelopment, create an active pedestrian environment that are less auto-
dependent; yet they are challenging to develop due to financing hurdles, market
segmentation, and lack of critical mass. Even with the procedural incentives in the LUC
the city is not receiving mixed-use development proposals as envisioned in City Plan.
Mixed-Use Dwelling and Mixed-Use are broadly defined in the LUC with no minimum mix
of uses required. Nor does Mixed-Use (without residential) require the various uses to be
in the same structure but may be placed on the same lot.
Mixed-Use Dwelling is acknowledged as a desired land use through process incentive by
permitting it as a Type 1. However, the recent LUC revision that creates a threshold for
Multi-Family Dwellings (with more than 50 units or more than 75 bedrooms) to be
permitted through the Planning and Zoning Board (Type 2) has the following language
clause that requires Mixed-Use Dwellings to also comply with the threshold: “Any
residential use consisting in whole or in part of multi-family dwellings…”
Additionally, proposed with the 2013 annual LUC revisions, is the removal of Accessory
Uses from the uses that may contribute to a development being considered Mixed-Use or
Mixed-Use Dwelling.
Currently, the development standards in LUC Sec. 3.5.3 are being applied to all mixed-use
projects. The standards “promote the design of an urban environment that is built to
human scale to encourage attractive street fronts”. While the development standards in
LUC Sec. 3.8.30 are applied to multi-family projects. These standards “promote variety in
building form and product, visual interest, access to parks, pedestrian-oriented streets and
compatibility with surrounding neighborhoods.” These two sections of the LUC address
distinctly different forms of development. The mixed-use standards (3.5.3) seek to develop
a building that is dense, street/sidewalk fronted, and activates the pedestrian environment;
such as Max Flats or Prospect Station. Conversely, the multi-family standards (3.8.30)
seek to develop a pedestrian-oriented residential neighborhood that has open space and
housing variety; such as The Grove or The Crowne on Timberline.
Discussion Questions:
1. Should a minimum mix of uses be considered when defining Mixed-Use and
Mixed-Use Dwellings?
2. Does the process change that creates a threshold to require a Type 2 hearing
remove the incentive to develop Mixed-Use Dwellings?
3. Which section of Article 3 is most appropriately applied to Mixed-Use Dwellings
that consist mostly of multi-family residential, 3.5.3 (Mixed-Use) or 3.8.30 (Multi-
Family)?
size and Require building
frontage
Buildings
Allowance for increase in
height, No setback to the
Right-Of-Way
Design
Standards
25’ Buffer from single-
family, Provide Variety in
buildings, Color, Visible
entrances, Roof line
standards, Minimum wall
articulation, Variation in
Color and Materials
Fort Collins, CO 80522-0580
970.221.6750
970.224.6134 - fax
fcgov.com/currentplanning
for
streets,
streetscapes,
intersection
and
site
design.
See
Chapters
3
and
4,
along
with
the
street
cross
section
appendix
document
for
details.
Private
Development,
City
Create
a
Business
Improvement
District The
City
should
work
in
conjunction
with
the
South
Fort
Collins
Business
Association
(SFCBA)
to
create
a
Midtown
Business
Improvement
District
(BID).
Creating
the
BID
is
a
process
that
could
take
up
to
two
years
to
complete;
therefore,
work
should
begin
immediately
after
Plan
adoption
on
this
item.
EHO,
SFCBA
Update
Urban
Renewal
Authority
(URA)
Policies
The
URA
is
in
the
process
of
updating
its
policies
to
reflect
more
sustainable
building
requirements
for
future
URA
projects.
Adoption
of
the
revised
policies
is
anticipated
to
occur
simultaneously
with
this
Plan.
EHO
Amend
the
Land
Use
Code By
and
large,
the
Land
Use
Code
is
consistent
with
the
vision
for
Midtown,
particularly
within
the
Transit
Oriented
Development
(TOD)
Overlay.
However,
there
are
several
adjustments
to
be
considered
to
better
align
regulations
with
vision,
including:
*
Consider
MAX
Guideway
as
public
right-‐of-‐way
*
Definition
of
plaza/outdoor
dining
*
Height
specifications
*
Address
4-‐sided
architecture
*
Large-‐format
retail
standards
in
TOD
*
Which
streets
should
be
primarily
addressed
*
Utility
easements
on
arterials
*
Open
space
requirements
*
Minimum
density
requirements
near
MAX
stations
*
Maximum
parking
requirements
for
residential
development
Planning
Implement
Parking
Strategies *
Encourage
shared
parking
and/or
car
share
programs
*
Require
new
development/redevelopment
to
providing
a
Parking
Impact
Study
(PIS)
*
Explore
locations
for
a
parking
structure
Planning,
Parking
Establish
Bike
Sharing
Program A
task
force
has
been
created
to
establish
the
next
generation
of
bike
share
to
Fort
Collins.
A
fully
integrated
bike
share
program
could
be
a
great
asset
to
Midtown.
Transportation
Planning
Implement
Transfort
2014
Route
Changes Transfort
is
in
the
process
of
evaluating
potential
route
changes
in
2014
that
would
better
integrate
and
support
MAX. Transfort
Complete
College
Avenue
Boulevard
Study Based
on
the
vision
for
College
Avenue
established
in
Chapter
3,
this
study
will
evaluate
design
alternatives
for
College
Avenue. Transportation
Planning
Repaving/Maintenance
of
College
Avenue The
Colorado
Department
of
Transportation
(CDOT)
plans
to
repave
College
Avenue
beginning
in
2014.
While
that
will
be
the
responsibility
of
CDOT,
the
City
should
also
coordinate
any
improvements
specified
in
this
Plan
that
could
be
completed
simultaneously
as
the
repaving
to
minimize
disturbance
to
the
public.
CDOT
Improve
Troutman
Pkwy Design
and
construct
improvements
to
Troutman
Pkwy
to
better
accommodate
multi-‐modal
traffic. Transportation
Planning,
Engineering
Construct
Pedestrian
Underpass
at
Foothills In
conjunction
with
the
Foothills
Mall
redevelopment,
a
pedestrian
underpass
will
be
constructed
just
south
of
Foothills
parkway.
This
is
a
key
transportation
link
for
bikes
and
pedestrians
from
MAX
to
the
new
shopping
center.
Private
Development
Explore
Location
Options
for
Large
Civic
Facilities
Chapter
5
of
the
Plan
speaks
to
the
need
for
one
large
civic
facility
in
each
of
Midtown's
subareas.
The
location
of
the
civic
amenity
for
Central
and
Lower
Midtown
will
need
to
be
coordinated
proactively,
or
through
negotiations
with
large-‐scale
redevelopment.
EHO,
Planning
Implement
Parking
Strategies *
Parking
District
*
Parking
impact
fee
*
Residential
permit
program
Parking,
Planning,
EHO
Install
Signage/Wayfinding Coordinate
the
design,
purchase,
installation,
and
maintenance
schedule
for
Midtown
signage.
See
Chapter
4
of
the
Plan
for
details. EHO,
Planning
Establish
a
Community
Development
Corporation
(CDC)
Work
with
the
SFCBA
and
other
stakeholders
to
establish
a
CDC
that
could
provide
development/redevelopment
assistance
in
Midtown.
EHO,
SFCBA
Construct
Pedestrian
Promenade As
redevelopment
occurs,
implement
the
pedestrian
promenade
between
Spring
Creek
Station
and
Horsetooth
Station.
See
Chapter
3
of
Plan
for
ideal
cross
section.
Private
Development,
City
Implement
Transfort
Strategic
Operating
Plan
Phase
3
Transit
Improvements
Phase
3
recommends
additional
transit
growth
in
Fort
Collins
including
longer
service
hours
and
limited
Sunday
service
as
well
as
expansion
of
regional
service
to
Denver,
Boulder,
Berthoud
and
Longmont.
This
phase
transitions
to
a
full
grid
network
in
Fort
Collins
and
significantly
increases
peak
headways
across
the
entire
transit
network.
Transfort
Improve
Major
Intersections *
Prospect
Road
Gateway
*
Horsetooth
Road
*
Drake
Road
Capital
Projects
Storefront
Improvement
Program The
Urban
Renewal
Program
began
a
Storefront
Improvement
Program
for
the
North
College
urban
renewal
area
in
2013,
and
a
similar
Program
should
be
explored
for
portions
of
Midtown
where
tax
increment
financing
Districts
are
collecting
sufficient
revenue.
URA
SHORT-‐TERM
ACTIONS
(2014-‐2015)
MEDIUM-‐TERM
ACTIONS
(2-‐4
YEARS
AFTER
PLAN
ADOPTION)
LONG-‐TERM
ACTIONS
(4+
YEARS
AFTER
PLAN
ADOPTION)
Midtown
Plan
Implementation
Actions
ON-‐GOING
ACTIONS
to wonder why the same
type of assistance is
not available for their
projects – being ex-
plicit about rationale
becomes important.
ers and developers.
• May fail to address un-
derlying blight issues
and can lead to single-
element improvements
that don’t benefit the
entire community.
and other community-
improvement projects.
This Plan does not
emphasize public ac-
quisition of property.
However, if acquisition
of any private land,
buildings or other fa-
cilities is needed to
implement a specific
project, it would be on
the basis of a “willing
buyer, willing seller”
arrangement.
CSU
Veterinary
School
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
U
U
U
U
U
U
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
Colorado
Division of
Wildlife
CSU
Veterinary
School
PROSPECT
SPRING
CREEK
DRAKE
U
U
U
U
U
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
E
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
COLLEGE AVE
Youth
Activity
Center
Main
Post
Office
CSU
Veterinary
School
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
U
U
U
U
U
U
MONROE
SWALLOW RD
HORSETOOTH RD
TTAN AVE
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
Colorado
Division of
Wildlife
Youth
Activity
Center
CSU
Veterinary
School
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
U
U
U
U
U
U
Midtown Fo
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLLEGE AVE
Youth
Activity
Center
Main
Post
Office
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
U
U
U
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
JOHN F KENNEDY PKWY
MANHATTAN AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CSU
Veterinary
School
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
U
U
U
U
U
U
U
Upper Midtown - Creekside Park
Central Midtown - Urban Plaza
Lower Midtown - Urban Park
Note: these are general locations
and more analysis will be needed
before selecting final locations.
SOUTH
TRANSIT
CENTER
Legend
Gateway Monumentation
Sub-Area Identification
Directional
MAX Directional
Pedestrian Informational
Mobile-Enabled Informational
Key Streetscape Node
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CSU
Veterinary
School
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSE
TOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
Legend
Gateway Monumentation
Sub-Area Identification
Directional
MAX Directional
Pedestrian Informational
Mobile-Enabled Informational
Key Streetscape Node
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
Colorado
Division of
Wildlife
CSU
Veterinary
School
PROSPECT
SPRING
CREEK
DRAKE
Legend
Gateway Monumentation
Sub-Area Identification
Directional
MAX Directional
Pedestrian Informational
Mobile-Enabled Informational
Key Streetscape Node
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
Colorado
Division of
Wildlife
CSU
Veterinary
School
PROSPECT
SPRING
CREEK
DRAKE
Legend
Gateway Monumentation
Sub-Area Identification
Directional
MAX Directional
Pedestrian Informational
Mobile-Enabled Informational
Key Streetscape Node
• Landscape & Lighting
signage & wayfinding
• Gateway Art Poles
• Sub-Area Identification
& Business Signs
• Directional/Informa-
tional Pole Signs
• MAX Directional Signs
• Pedestrian-Scaled
Signs
Landscapes could be displayed
in a combination of new punched
steel and the existing concrete
planters that are on Harmony Rd.
MAX Guideway
MAX Station
College Avenue Corridor
Gardens Theme Highlights
Arts Theme Highlights
Technology Theme Highlights
Gardens Theme Area
Arts Theme Area
Technology Theme Area
Lower Midtown Central Midtown Upper Midtown
Upper Midtown, from Prospect Road to
just north of Swallow Road, is suggested
to have a “gardens” theme. The theme is
branded by a leaf pattern (seen to the right). Parks like
Creekside Park and Spring Park are wonderful amenities
that should be highlighted as major destinations for this
area. Also, the CSU flower trial garden is a fantastic
natural amenity. Departments such as the Colorado Di-
vision of Wildlife and U.S. Forestry Service also add to
the natural, garden theme.
Central Midtown - Arts
Central Midtown, from just north of Swal-
low Road to Bockman Drive, is suggested
to have an “arts” theme. The theme for
Central Midtown is branded by the curly-
cue pattern to the right. This theme was derived from
the high activity of entertainment and arts that this area
has to offer. The Foothills Mall is and will continue to be
a major draw for the area and one that Central Midtown
should also capitalize on. Central Midtown should use
this theme to encourage more arts-like activities and
amenities for the area.
Lower Midtown - Technology
Lower Midtown, from Bockman Drive to
Fairway Lane, is suggested to have a
“technology” theme. This theme is brand-
ed by the icon of an arrow. The theme for
Lower Midtown was derived both from the services that
are currently offered here, and also because this area is
seen as a potential breeding ground for high-tech com-
panies and start-ups that might want to locate adjacent
to the MAX line. Existing buildings in this location, and
adjacent to MAX, are ripe for this type of redevelopment.
*Note that these are suggested icons and themes based on discussion
and feedback with the community. Further design detail may warrant
a different icon or theme, or variation of the ones suggested here.
A
V
E
W HARMONY RD
W HORSETOOTH RD
RIVE
R
S
I
D
E
A
V
E
E HORSETOOTH RD
BETH ST
REMINGTON ST
E HARMONY RD
S
MA
SO
N S
T
E
M
ULBERRY ST
W LAUREL ST
W MOUNTAIN AVE
B
O
ARD
W
AL
K
DR
9TH ST
S HOWES ST
ROAD 38E
N MASON ST
S LEMAY AVE
S MASO
N
S
T
City of Fort Collins
Transit-Oriented Development Overlay Zone /
d
Growth Management Area TOD Overlay Zone
0 0.25 0.5 1 Miles
January 15, 2013
The TOD Overlay Zone encom-
passes all of Midtown
Parking Plan Fort Collins offers
strategies that could be repli-
cated in Midtown.
U
U
MAX Guideway
Proposed Pedestrian Promenade
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
O
U
U
MONROE
HORSETOOTH RD
VE
Colorado
Division of
Wildlife
Youth
Activity
Center
CENTER AVE
COLLEGE AVE
SWALLOW RD
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CSU
Veterinary
School
U
U
U
U
U
Legend
Midtown Plan Area
(darker aerial area)
Proposed Cycle Track
Proposed Intersection Improvement
Proposed Shared Facility
(Sharrows along Frontage Rd.)
or Cycle Track
Existing Underpass
Future Grade Separated Crossing
Existing Multi-Use Path (MUP)
Existing Bike Lane
Existing Bike Route
Proposed Short-Term Bike Lane
Proposed Long-Term Bike Lane
Character Area Boundary
Points of Interest
MAX Station
TH Trailhead
U
U
MAX Guideway
Proposed Pedestrian Promenade
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
MULTI-MODAL MAP
Midtown Fort Collins Implementation Plan
TH
U
O
U
U
MONROE
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CENTER AVE
COLLEGE AVE
SWALLOW RD
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CSU
Veterinary
School
U
U
U
U
U
Legend
Midtown Plan Area
(darker aerial area)
Proposed Cycle Track
Proposed Intersection Improvement
Proposed Shared Facility
(Sharrows along Frontage Rd.)
or Cycle Track
Existing Underpass
Future Grade Separated Crossing
Existing Multi-Use Path (MUP)
Existing Bike Lane
Existing Bike Route
Proposed Short-Term Bike Lane
Proposed Long-Term Bike Lane
Character Area Boundary
Points of Interest
MAX Station
TH Trailhead
U
U
MAX Guideway
Proposed Pedestrian Promenade
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
O
U
U
MONROE
Colorado
Division of
Wildlife
Youth
Activity
Center
CENTER AVE
COLLEGE AVE
SWALLOW RD
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CSU
Veterinary
School
U
U
U
U
U
Legend
Midtown Plan Area
(darker aerial area)
Proposed Cycle Track
Proposed Intersection Improvement
Proposed Shared Facility
(Sharrows along Frontage Rd.)
or Cycle Track
Existing Underpass
Future Grade Separated Crossing
Existing Multi-Use Path (MUP)
Existing Bike Lane
Existing Bike Route
Proposed Short-Term Bike Lane
Proposed Long-Term Bike Lane
Character Area Boundary
Points of Interest
MAX Station
TH Trailhead
U
U
MAX Guideway
Proposed Pedestrian Promenade
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
A MulTI-ModAl envIronMenT
The City of Fort Collins is actively pursuing a more
multi-modal environment. The Complete Streets policy
ensures that new streets include bike lanes and adequate
sidewalks. As shown in the previous street sections, this
Plan intends to transform new as well as existing streets
into a safe and attractive multi-modal environments with
minimal up front effort.
As noted in the existing Conditions report (see Appen-
dix), at first glance, Midtown seems to have a good bi-
cycle network. However, upon closer examination there
are many gaps that exist. The map to the left indicates
where important multi-modal infrastructure is needed
to better connect Midtown with surrounding neighbor-
hoods and the new MAX system. With nearly 10% of all
journey-to-work trips being generated by non-motorized
transportation in Fort Collins, a safe, continuous and
comfortable multi-modal system will be an essential
component in the future success of Midtown. In addi-
tion to journey-to-work trips, it is a goal of this Plan to
incentivize leisurely alternative modes transportation,
*See Appendix for expanded 11x17 fold-out of Multi-Modal Map.
and therefore important to
offer a system that pro-
vides a high level of service
for all ages and abilities to
move throughout Midtown
in a safe and efficient man-
ner.
Major concepts for improv-
ing multi-modal circulation
in the project area include:
• Pedestrian Promenade
• continuous, designat-
ed bike facilities
• improve intersections
• Under/overpasses
• locating bike parking
• connecting to transit
section L with two travel lanes,
on-street parking, a tree row and
sidewalk.
Bike lanes
* 8’ Tree row
* 8’ Sidewalk
Monroe (W. of College)
Bockman
new Streets
60’
50’
n/A
40’
36’
n/A
Cross-sections G through I show options for 2-Lane Arterials. These roadways connect commercial
parcels and residential neighborhoods to the arterial road system, and balance the mobility needs of the
vehicles travelling on them with access needs to the properties that abut them. Many existing streets
don’t accommodate for bicycles, parking or both. While provisions for bicycles is an important concept
in redeveloping the area with a multi-modal system, on-street parking is a function of need and could
come later as areas redevelop. The table above lists recommendations, but each street section should
be selected based on the future land use vision for the parcels along each roadway.
Cross-seCtions g and h
Cross-sections G and H describe the configuration of a
2-lane Arterial roadway with parking on both sides of
the street. G shows the typical condition (i.e., between
intersections), where no center turn lane would be pro-
vided, and H shows conditions at those intersections
where a left turn lane is needed.
Cross-seCtion i
Cross-section I shows the configuration of a 2-lane
Arterial roadway with on-street parking in a reduced or
constrained roW. This is the condition described as a
“street-like private drive”.
80’ & 100’
100’
78’
78’
Cross-sections E and F show two options for 4-Lane Arterials. 4-Lane Arterials in the project area are:
Prospect, Drake, Horsetooth and Harmony. Harmony is not listed because it has already been the subject
of an extensive “Enhanced Travel Corridor Alternatives Analysis” and improvements are already being
implemented throughout the corridor. These arterials’ main function is to move high volumes of traffic
over medium and long distances. These street sections aim to maintain this functionality, while ensuring
that pedestrians and cyclists can use the road without feeling overwhelmed.
(east & west side)
* 4 Frontage road
lanes (2 ea. side)
*on-Street Pkg. (west
side only)
* Sharrows or ded. Bike
lane in lieu of Pkg.
* Tree row
* Sidewalk
College Ave.
(Thunderbird to
Swallow)
180’ 180’
(incl.
east and
west
frontage
rds.)
d 225’ 150’ * 6 travel lanes
* Center Turn ln.
* landscaped Buffer
(west side)
* 2 Frontage road
lanes (west side)
* on-Street Pkg. (west
side only)
* Sharrows or ded. Bike
lane in lieu of Pkg.
* Tree row
(west)
* landscaped
Buffer (east)
* Sidewalks
* Cycle Track
(east)
College Ave.
(Swallow to Horse-
tooth)
120’ - 170’ 150’
(incl.
west
frontage
rd.)
Cross-sections A through D describe the various cross-sections for College Avenue. The current curb-to-
curb (CTC) width and laneage configuration of College itself has not been altered in any of these cross-
sections, with the understanding that the current College Avenue Boulevard Study will conduct a more
thorough review and offer recommendations for that portion of the road. The focus of this street section
analysis examines the configuration of the corridor from back of the curbs on each side, including frontage
roads where they exist. As shown in the table above, where College Avenue includes frontage roads (B, C
& D), the existing rights-of-way (ROW) often lies at the back-of-curb of the frontage road, indicating that
existing sidewalks are on private property. It will be up to the City to acquire additional ROW or simply
require an easement of private property to institute public realm improvements.
6-lane Arterials
Wildlife
Youth
Activity
Center
Main
Post
Office
CSU
Veterinary
School
RUTGERS ST
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
*See Appendix for expanded 11x17 fold-out of Circulation Map and
graphic street cross-sections.
*Solid lines represent existing
streets and dashed lines repre-
sent proposed new streets.
• improving existing and implement new east-west
connections to facilitate movement from existing
neighborhoods east and west of College into Midtown
and to and from the MAX stations and other transit
stops. Many bike paths exist on east-west streets,
but are dropped as they approach College Avenue,
because bicycle travel is currently prohibited on Col-
lege. With the transformation of College into a multi-
modal environment, these east-west connections will
become more natural and should be enhanced.
The map to the right shows where proposed improve-
ments will take place throughout Midtown and the fol-
lowing pages describe them in more detail. Graphic
cross sections of each condition and a larger version of
the Circulation Map are also available in the Appendix.
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
Colorado
Division of
Wildlife
CSU
Veterinary
School
RUTGERS ST
PROSPECT
SPRING
CREEK
DRAKE
Legend
2-Lane Arterial
6-Lane Arterial (College Ave.)
4-Lane Arterial
MAX Station
MAX Guideway
2-Lane Parkway
2-Lane Collector (no bike lanes)
2-Lane Collector (w/ bike lanes)
Pedestrian Promenade
Existing Streets (no change)
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
Colorado
Division of
Wildlife
CSU
Veterinary
School
RUTGERS ST
PROSPECT
SPRING
CREEK
DRAKE
Legend
2-Lane Arterial
6-Lane Arterial (College Ave.)
4-Lane Arterial
MAX Station
MAX Guideway
2-Lane Parkway
2-Lane Collector (no bike lanes)
2-Lane Collector (w/ bike lanes)
Pedestrian Promenade
Existing Streets (no change)
proved SIP participants
are eligible to receive a
grant, upon the comple-
tion of their approved
project. While the grant
acts as financial as-
sistance to property
owners and/or business
tenants, the fundamen-
tal purpose of the grant
is to further the goals
and objectives identi-
fied in the North Col-
lege urban Renewal
Plan and the City’s
Comprehensive Plan.
While SIP is currently
only available in North
College area, future
plans include expand-
ing it into Midtown to
supplement traditional
TIF assistance.
BID is made.
CDC Resource
generation:
CDC’s most commonly
get resources from:
1) Business/Corporate
Donations
2) Banks
3) Investors
4) Personal Donors
5) City, County or other
governmental Entity
(through cash infusions
or incentives to assist
with redevelopment)
6) Local, National and
Federal grants.
dential neighborhoods that also
double as a vibrant public space.
Neighborhood services such
as furniture stores are a great
amenity
materials palette and form.
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
COLLEGE AVE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
FOOTHILLS MALL
MIDTOWN
BOOMER ARTS CENTER
MUSIC CO.
FORT COLLINS
YOUTH ACTIVITY
COLLEGE
AMERICA
CAR
DEALERSHIPS
BEST BUY
INSTITUTE OF
BUSINESS &
MEDICAL
CAREERS
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
U.S. FORESTRY
SERVICE
FOOTHILLS MALL
MIDTOWN
BOOMER ARTS CENTER
MUSIC CO.
FORT COLLINS
YOUTH ACTIVITY
BEST BUY
INSTITUTE OF
BUSINESS &
MEDICAL
CAREERS
Gardens Theme Highlights
Arts Theme Highlights
Technology Theme Highlights
Gardens Theme Area
Arts Theme Area
Technology Theme Area
SWALLOW RD
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
SPRING
PARK
CREEKSIDE
PARK
FLOWER
TRIAL
GARDEN
U.S. FORESTRY
SERVICE
FOOTHILLS MALL
FORT COLLINS
YOUTH ACTIVITY
CO. DIVISION
OF WILDLIFE
Legend
Midtown Plan Area
(darker aerial area)
Character Area Boundary
MAX Guideway
MAX Station
College Avenue Corridor
Gardens Theme Highlights
Arts Theme Highlights
Technology Theme Highlights
Gardens Theme Area
Arts Theme Area
Technology Theme Area
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
SPRING
PARK
CREEKSIDE
PARK
FLOWER
TRIAL
GARDEN
U.S. FORESTRY
SERVICE
FOOTHILLS MALL
MIDTOWN
BOOMER ARTS CENTER
MUSIC CO.
FORT COLLINS
YOUTH ACTIVITY
COLLEGE
AMERICA
CAR
DEALERSHIPS
BEST BUY
CO. DIVISION
OF WILDLIFE
INSTITUTE OF
BUSINESS &
MEDICAL
CAREERS
Legend
Midtown Plan Area
(darker aerial area)
Character Area Boundary
MAX Guideway
MAX Station
College Avenue Corridor
Gardens Theme Highlights
Arts Theme Highlights
Technology Theme Highlights
Gardens Theme Area
Arts Theme Area
Technology Theme Area
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
SPRING
PARK
CREEKSIDE
PARK
FLOWER
TRIAL
GARDEN
U.S. FORESTRY
SERVICE
FOOTHILLS MALL
MIDTOWN
BOOMER ARTS CENTER
MUSIC CO.
FORT COLLINS
YOUTH ACTIVITY
COLLEGE
AMERICA
CAR
DEALERSHIPS
BEST BUY
CO. DIVISION
OF WILDLIFE
INSTITUTE OF
BUSINESS &
MEDICAL
CAREERS
Legend
Midtown Plan Area
(darker aerial area)
Character Area Boundary
MAX Guideway
MAX Station
College Avenue Corridor
Gardens Theme Highlights
Arts Theme Highlights
Technology Theme Highlights
Gardens Theme Area
Arts Theme Area
Technology Theme Area
technology arts gardens
of commercial activity.
residential use occurs
in limited amounts.
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CSU
Veterinary
School
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
U
U
U
U
U
U
U
L
M
(d
C
G
(F
(a
• M
pl
• O
(F
P
• A
pu
• I
• A
K
• E
re
• V
M
M
P
• D
C
In
• M
• S
de
pr
E
F
C
• P
P
N
M
U
U
G
A
T
Lower Midtown Central Midtown Upper Midtown
*See Appendix for expanded
11x17 fold-out of Framework
Map.
framework map
FRAMEWORK MAP
Midtown Fort Collins Implementation Plan
SWALLOW RD
HORSETOOTH RD
HARMONY RD
JOHN F KENNEDY PKWY
LANDINGS DR
AKE RD
COLUMBIA RD
Youth
Activity
Center
Main
Post
Office
(Future) Civic Amenity
(approximate locations)
• May be a park, plaza, or other gathering
place
• One per Character Area
(Future) Privately developed
Plazas and Open Spaces
• Approximate locations for illustrative
purposes
• Incentives may be provided
• At owner’s option
Key Streetscape Node
• Each design palette relates to the
respective MAX Station
• Visually links MAX with College Ave.
MAX Guideway
MAX Station
Promenade Segments
• Design varies by Character Area
College Avenue Corridor
Internal Circulation Opportunities
• Many include autos, bikes and peds
• Some are bikes and peds, depending
depend upon individual development
projects
Existing Underpass
Future Grade Separated
Crossing
• Planned or potential
Ped/Bike Access to
Neighborhoods
Mason Trail
U
U
Gardens Theme Area
Arts Theme Area
Technology Theme Area
RD
HORSETOOTH RD
ONY RD
HN F KENNEDY PKWY
LANDINGS DR
MBIA RD
RD
Youth
Activity
Center
Main
Post
Office
Legend
Midtown Plan Area
(darker aerial area)
Character Area Boundary
Gateway
(Future) Civic Amenity
(approximate locations)
• May be a park, plaza, or other gathering
place
• One per Character Area
(Future) Privately developed
Plazas and Open Spaces
• Approximate locations for illustrative
purposes
• Incentives may be provided
• At owner’s option
Key Streetscape Node
• Each design palette relates to the
respective MAX Station
• Visually links MAX with College Ave.
MAX Guideway
MAX Station
Promenade Segments
• Design varies by Character Area
College Avenue Corridor
Internal Circulation Opportunities
• Many include autos, bikes and peds
• Some are bikes and peds, depending
depend upon individual development
projects
Existing Underpass
Future Grade Separated
Crossing
• Planned or potential
Ped/Bike Access to
Neighborhoods
Mason Trail
U
U
Gardens Theme Area
Arts Theme Area
Technology Theme Area
SPRING
PARK
CREEKSIDE
PARK
FLOWER
TRIAL
GARDEN
U.S. FORESTRY
SERVICE
FOOTHILLS MALL
MIDTOWN
BOOMER ARTS CENTER
MUSIC CO.
FORT COLLINS
YOUTH ACTIVITY
COLLEGE
AMERICA
CAR
DEALERSHIPS
BEST BUY
CO. DIVISION
OF WILDLIFE
INSTITUTE OF
BUSINESS &
MEDICAL
CAREERS
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
SPRING
PARK
CREEKSIDE
PARK
FLOWER
TRIAL
GARDEN
U.S. FORESTRY
SERVICE
FOOTHILLS MALL
MIDTOWN
BOOMER ARTS CENTER
MUSIC CO.
FORT COLLINS
YOUTH ACTIVITY
COLLEGE
AMERICA
CAR
DEALERSHIPS
BEST BUY
CO. DIVISION
OF WILDLIFE
INSTITUTE OF
BUSINESS &
MEDICAL
CAREERS
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
PROSPECT
SPRING
CREEK
SPRING
PARK
CREEKSIDE
PARK
FLOWER
TRIAL
GARDEN
U.S. FORESTRY
SERVICE
CO. DIVISION
OF WILDLIFE
Legend
Midtown Plan Area
(darker aerial area)
Character Area Boundary
MAX Guideway
MAX Station
College Avenue Corridor
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
PROSPECT
SPRING
CREEK
SPRING
PARK
CREEKSIDE
PARK
FLOWER
TRIAL
GARDEN
U.S. FORESTRY
SERVICE
CO. DIVISION
OF WILDLIFE
Legend
Midtown Plan Area
(darker aerial area)
Character Area Boundary
MAX Guideway
MAX Station
College Avenue Corridor
Services
Kirstin Silveira, Sustainable Ser-
vices Intern
Emily Wilmsen, Sustainability
Services
Pete Wray, City Planning
ackNOWleDgeMeNTS
• One per Character Area
(Future) Privately developed
Plazas and Open Spaces
• Approximate locations for illustrative
purposes
• Incentives may be provided
• At owner’s option
Key Streetscape Node
• Each design palette relates to the
respective MAX Station
• Visually links MAX with College Ave.
MAX Guideway
MAX Station
Promenade Segments
• Design varies by Character Area
College Avenue Corridor
Internal Circulation Opportunities
• Many include autos, bikes and peds
• Some are bikes and peds, depending
depend upon individual development
projects
Existing Underpass
Future Grade Separated
Crossing
• Planned or potential
Ped/Bike Access to
Neighborhoods
Mason Trail
U
U
Gardens Theme Area
Arts Theme Area
Technology Theme Area
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
JOHN F KENNEDY PKWY
MANHATTAN AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CSU
Veterinary
School
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
U
U
U
U
U
U
U
Legend
Midtown Plan Area
(darker aerial area)
Character Area Boundary
Gateway
(Future) Civic Amenity
(approximate locations)
• May be a park, plaza, or other gathering
place
• One per Character Area
(Future) Privately developed
Plazas and Open Spaces
• Approximate locations for illustrative
purposes
• Incentives may be provided
• At owner’s option
Key Streetscape Node
• Each design palette relates to the
respective MAX Station
• Visually links MAX with College Ave.
MAX Guideway
MAX Station
Promenade Segments
• Design varies by Character Area
College Avenue Corridor
Internal Circulation Opportunities
• Many include autos, bikes and peds
• Some are bikes and peds, depending
depend upon individual development
projects
Existing Underpass
Future Grade Separated
Crossing
• Planned or potential
Ped/Bike Access to
Neighborhoods
Mason Trail
U
U
Gardens Theme Area
Arts Theme Area
Technology Theme Area
Revise existing parking plans to back-in angle
parking for more visibility for bicycle trac
Provide green paint for bicycle lane in conict
zone for increase awareness
Place vertical curb between parking and
cycle track. Provide curb openings every
30 feet for stormwater
Provide sharrows and dashed lines to guide
bicycles into cycle track
Date: March 2013
Author: AP, Alta Planning + Design
Source: Data obtained from Google Earth I 0 15 30 60
Feet
Midtown Fort Collins Urban Design Study: Troutman Parkway and Mason Street Intersection
public review drAft - MAY 24, 2013
(one side only)
* 5’ Tree Row
* 10’ Sidewalk
Johnson Dr. 26’ 32’
* Buffered Bike Lane
or Cycle Track
* On-Street Pkg.
* 7’ Tree Row
* 7’ Sidewalk
Troutman 100’ 70’ - 80’
STREET
SECTION
PROP.
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA
STREETS
EXIST.
ROW
EXIST.
CTC
K 80’ 54’ * 2 Travel Lanes
* 14’ Turn Lane/
Landscaped Median
* On-Street Pkg.
* 7’ Tree Row
* 6’ Sidewalk
Thunderbird
and at intersec-
tions as needed
60’ 50’
L 66’ 40’ * 2 Travel Lanes
* On-Street Pkg.
* 7’ Tree Row
* 6’ Sidewalk
Mitchell Dr.
Creger Dr.
Kensington
54’
30’
54’
34’
38’
34’
CSS
PROP.
CTC
ELEMENTS
INSIDE CURBS
ELEMENTS
OUTSIDE CURBS
PROJECT AREA STREETS EXIST. ROW EXIST.
CTC
G 84’ 54’ * 2 Travel
Lanes
* 8’ Buffered
Bike Lanes
* On-Street
Parking
* 5’ Tree Row
* 10’ Sidewalk
Mason
Columbia
W. Harvard
Swallow
Foothills
Monroe (E. of College)
Boardwalk
New Streets
60’
70’
50’
80’
60’ & 100’
80’
65’
N/A
40’
56’
40’
60’
40’ & 60’
60’
48’
N/A
H 84’ 64’ *2 Travel Lanes
* 14’ Turn Lane/
Landscaped
Median
* 6’ Bike Lanes
* On-Street
Pkg.
* 5’ Tree Row
* 5’ Sidewalk
@ intersections
I 72’ 36’ * 2 Travel
Lanes
* 8’ Buffered
Bike Lanes
* 8’ Tree Row
* 8’ Sidewalk
Monroe (W. of College)
Bockman
New Streets
60’
50’
N/A
40’
36’
N/A
east
frontage
rd. and
cont. SB
rt. turn
ln.)
C 205’ 180’ * 6 travel lanes
* Center Turn Ln.
* Landscaped Buffer
(east & west side)
* 4 Frontage Road
Lanes (2 ea. side)
*On-Street Pkg. (west
side only)
* Sharrows or Ded. Bike
Lane in lieu of Pkg.
* Tree Row
* Sidewalk
College Ave.
(Thunderbird to
Swallow)
180’ 180’
(incl.
east and
west
frontage
rds.)
D 225’ 150’ * 6 travel lanes
* Center Turn Ln.
* Landscaped Buffer
(west side)
* 2 Frontage Road
Lanes (west side)
* On-Street Pkg. (west
side only)
* Sharrows or Ded. Bike
Lane in lieu of Pkg.
* Tree Row
(west)
* Landscaped
Buffer (east)
* Sidewalks
* Cycle Track
(east)
College Ave.
(Swallow to Horse-
tooth)
120’ - 170’ 150’
(incl.
west
frontage
rd.)
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CSU
Veterinary
School
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSE
TOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
Legend
Gateway Monumentation
Sub-Area Identification
Directional
MAX Directional
Pedestrian Informational
Mobile-Enabled Informational
Key Streetscape Node
MAX Guideway
Proposed Pedestrian Promenade
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
O
U
U
Colorado
Division of
Wildlife
Youth
Activity
Center
CENTER AVE
COLLEGE AVE
SWALLOW RD
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CSU
Veterinary
School
U
U
U
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Legend
Midtown Plan Area
(darker aerial area)
Proposed Cycle Track
Proposed Intersection Improvement
Proposed Shared Facility
(Sharrows along Frontage Rd.)
or Cycle Track
Existing Underpass
Future Grade Separated Crossing
Existing Multi-Use Path (MUP)
Existing Bike Lane
Existing Bike Route
Proposed Short-Term Bike Lane
Proposed Long-Term Bike Lane
Character Area Boundary
Points of Interest
MAX Station
TH Trailhead
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MAX Guideway
Proposed Pedestrian Promenade
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HARMONY RD
JOHN F KENNEDY PKWY
MANHATTAN AVE
COLLEGE AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
COLLEGE AVE
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CSU
Veterinary
School
RUTGERS ST
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
HARMONY
SOUTH
TRANSIT
CENTER
Legend
2-Lane Arterial
6-Lane Arterial (College Ave.)
4-Lane Arterial
MAX Station
MAX Guideway
2-Lane Parkway
2-Lane Collector (no bike lanes)
2-Lane Collector (w/ bike lanes)
Pedestrian Promenade
Existing Streets (no change)
• Approximate locations for illustrative
purposes
• Incentives may be provided
• At owner’s option
Key Streetscape Node
• Each design palette relates to the
respective MAX Station
• Visually links MAX with College Ave.
MAX Guideway
MAX Station
Promenade Segments
• Design varies by Character Area
College Avenue Corridor
Internal Circulation Opportunities
• Many include autos, bikes and peds
• Some are bikes and peds, depending
depend upon individual development
projects
Existing Underpass
Future Grade Separated
Crossing
• Planned or potential
Ped/Bike Access to
Neighborhoods
Mason Trail
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Gardens Theme Area
Arts Theme Area
Technology Theme Area
MONROE
SWALLOW RD
HORSETOOTH RD
TROUTMAN PKWY
JOHN F KE
MANHATTAN AVE
LANDINGS DR
DRAKE RD
COLUMBIA RD
STUART ST
PROSPECT RD
CENTER AVE
COLLEGE AVE
Colorado
Division of
Wildlife
Youth
Activity
Center
Main
Post
Office
CSU
Veterinary
School
PROSPECT
SPRING
CREEK
DRAKE
SWALLOW
HORSETOOTH
TROUTMAN
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Legend
Midtown Plan Area
(darker aerial area)
Character Area Boundary
Gateway
(Future) Civic Amenity
(approximate locations)
• May be a park, plaza, or other gathering
place
• One per Character Area
(Future) Privately developed
Plazas and Open Spaces
• Approximate locations for illustrative
purposes
• Incentives may be provided
• At owner’s option
Key Streetscape Node
• Each design palette relates to the
respective MAX Station
• Visually links MAX with College Ave.
MAX Guideway
MAX Station
Promenade Segments
• Design varies by Character Area
College Avenue Corridor
Internal Circulation Opportunities
• Many include autos, bikes and peds
• Some are bikes and peds, depending
depend upon individual development
projects
Existing Underpass
Future Grade Separated
Crossing
• Planned or potential
Ped/Bike Access to
Neighborhoods
Mason Trail
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Gardens Theme Area
Arts Theme Area
Technology Theme Area